Abstract:

A double clutch transmission with two clutches with input sides connected
to a drive shaft and output sides each respectively connected to one of
two transmission input shafts arranged coaxially with each other. At
least two countershafts on which toothed idler gearwheels are rotatably
supported. There are toothed fixed gearwheels arranged on the two
transmission input shafts in a rotationally fixed manner. At least one
first shift element is provided for connecting two idler toothed gears in
a rotationally fixed manner whereby at least several power-shift forward
gears at least one reverse gear are capable of being implemented. There
are a maximum of seven gear planes so that at least one winding path gear
is shifted with a disengaged first output coupling device that is
allocated to the first power take-off gear.

Claims:

1-23. (canceled)

24. A double clutch transmission comprising:first and second clutches (K1,
K2) each having an input side connected to a drive shaft (w_an) and an
output side connected to one of first and second transmission input
shafts (w_k1, w_k2) arranged coaxially with respect to one another;at
least first and second countershafts (w_v1, w_v2) rotatably supporting
toothed idler gearwheels (8, 9, 10, 11, 12, 13, 14, 15);toothed fixed
gearwheels (1, 2, 3, 4, 5, 6, 7) being supported on the first and the
second transmission input shafts (w_k1, w_k2) in a rotationally fixed
manner and engaging at least some of the idler gearwheels (8, 9, 10, 11,
12, 13, 14, 15);a plurality of coupling devices (A, B, C, D, E, F, G, H)
for coupling one of the idler gearwheels (8, 9, 10, 11, 12, 13, 14, 15)
to one of the first and the second countershafts (w_v1, w_v2)a power
take-off gearwheel (17, 18) being supported on each of the first and the
second countershafts (w_v1, w_v2), and each of the power-take-off
gearwheels (17, 18) engaging a gear of an output shaft (w_ab) such that
several power-shift forward gears (1, 2, 3, 4, 5, 6, 7) and at least one
reverse gear (R1, R2, R3, R4, R5, R6) are shiftable;a maximum of seven
gear planes (8-1, 8-12, 9-2, 9-13, 3-13, 10-3, 4-14, 10-4, 10-14, 11-4,
5-14, 11-5, 11-6, 5-15, 6-15, 11-15) comprising at least one dual gear
plane (8-12, 9-13, 10-14, 11-15);the at least one dual gear plane (8-12,
9-13, 10-14, 11-15) comprising one idler gearwheel (8, 9, 10, 11, 12, 13,
14, 15) of each of the first and the second countershafts (w_v1, w_v2)
and one fixed gearwheel (1, 2, 3, 4, 5) of one of the first and the
second transmission input shafts (w_k1, w_k2);at least one of the idler
gearwheels (8, 9, 10, 11, 12, 13, 14, 15) in each of the at least one
dual gear planes (8-12, 9-13, 10-14, 11-15) being utilized for at least
two of the several power-shiftable forward gears (1, 2, 3, 4, 5, 6, 7)
and the at least one reverse gear (R1, R2, R3, R4, R5, R6) such that at
least one winding path gear is shiftable via a disengaged output coupling
device (S_ab1) allocated to the power take-off gear (17) supported on the
first countershaft (w_v1).

25. The double clutch transmission according to claim 24, wherein at least
one of a first forward gear (G1) and an eighth forward gear (G8) and at
least one reverse gear (R1, R2, R3, R4) and one first crawler gear (C1)
and at least one overdrive gear (O1, O3, O4) is shifted as a winding path
gear by disengagement of the output coupling device (S_ab1) on the first
countershaft (w_v1).

26. The double clutch transmission according to claim 24, wherein the
first countershaft (w_v1) supports at least one shift element (I), an
idler gearwheel (9) of a second subtransmission is connectable to an
idler gearwheel (10) of a first subtransmission, via activation of the at
least one shift element (I), such that at least one of a first forward
gear (G1) and an eighth forward gear (G8) and at least one reverse gear
(R1, R2) and at least one overdrive gear (O1, O2) is shiftable as a
winding path gear, upon activation of the at least one shift element (I).

27. The double clutch transmission according to claim 24, wherein the
second countershaft (w_v2) supports a second shift element (K), an idler
gearwheel (13) of a second subtransmission is connectable to an idler
gearwheel (14) of a first subtransmission via activation of the second
shift element (K) such that either at least one of a first forward gear
(G1) and an eighth forward gear (G8) and at least one reverse gear (R1,
R2, R3), one first crawler gear (C1) and at least one overdrive gear (O1,
O2) are shiftable as a winding path gears, upon activation of the second
shift element (K).

28. The double clutch transmission according to claim 24, wherein the
first countershaft (w_v1) supports the output coupling device (S_ab1),
associated with the power take-off gear (17) on the first countershaft
(w_v1), and the at least one shift element (I), and the second
countershaft (w_v2) supports a second shift element (K).

29. The double clutch transmission according to claim 28, wherein a first
forward gear (G1) is shiftable as a winding path gear via the first
clutch (K1) and via activation of a fifth coupling device (E) as well as
activation of the second shift element (K);a second forward gear (G2) is
shiftable via activation of a second clutch (K2) and the fifth coupling
device (E);a third forward gear (G3) is shiftable via activation of the
first clutch (K1) and an seventh coupling device (G);a fourth forward
gear (G4) is shiftable via activation of the second clutch (K2) and a
sixth coupling device (F);a fifth forward gear (G5) is shiftable via
activation of the first clutch (K1) and an activated eighth coupling
device (H);a sixth forward gear (G6) is shiftable via activation of the
second clutch (K2) and a first coupling device (A);a seventh forward gear
(G7) is shiftable via activation of the first clutch (K1) and a third
coupling device (C); andan eighth forward gear (G8) is shiftable as a
winding path gear via activation of the second clutch (K2) and the
activated eighth coupling device (H) as well as activation of the at
least one shift element (I); anda first reverse gear (R1) is shiftable as
a winding path gear via activation of the second clutch (K2), the first
coupling device (A), the fourth coupling device (D) and the seventh
coupling device (G) as well as disengagement of the first output coupling
device (S_ab1);a second reverse gear (R2) is shiftable as a winding path
gear via activation of the second clutch (K2), the first coupling device
(A), the fourth coupling device (D) and the eighth coupling device (H) as
well as disengagement of the first output coupling device (S_ab1); anda
first overdrive gear (O1) is shiftable as a winding path gear via
activation of the second clutch (K2) and the third coupling device (C) as
well as activation of the second shift element (K);a second overdrive
gear (O2) is shiftable as a winding path gear via activation of the first
clutch (K1), the first activated coupling device (A), the fifth coupling
device (E) and the eighth coupling device (H) as well as disengagement of
a second output coupling device (S_ab2).

30. The double clutch transmission according to claim 24, wherein a first
forward gear (G1) is shiftable as a winding path gear via activation of
the first clutch (K1) and the second coupling device (B) as well as the
second shift element (K);a second forward gear (G2) is shiftable via
activation of the second clutch (K2) and the second coupling device (B);a
third forward gear (G3) is shiftable via activation of the first clutch
(K1) and the activated seventh coupling device (G);a fourth forward gear
(G4) is shiftable via activation of the second clutch (K2) and the sixth
coupling device (F);a fifth forward gear (G5) is shiftable via activation
of the first clutch (K1) and the third coupling device (C);a sixth
forward gear (G6) is shiftable via activation of the second clutch (K2)
and the activated fifth coupling device (E);a seventh forward gear (G7)
is shiftable via activation of the first clutch (K1) and the fourth
coupling device (D);an eighth forward gear (G8) is shiftable as a winding
path gear via activation of the first clutch (K1) and the sixth coupling
device (F) as well as the at least one first shift element (I);a first
reverse gear (R1) is shiftable via activation of the second clutch (K2),
the first coupling device (A), the fourth coupling device (D) and the
seventh coupling device (G) as well as disengagement of the first output
coupling device (S_ab1);a second reverse gear (R2) is shiftable as a
winding path gear via activation of the first clutch (K1), the first
coupling device (A), the fifth coupling device (E) and the seventh
coupling device (G) as well as disengagement of a second output coupling
device (S_ab2);a third reverse gear (R3) is shiftable via activation of
the first clutch (K1) and the eighth coupling device (H);a first crawler
gear (C1) is shiftable as a winding path gear via activation of the
second clutch (K2) and the seventh coupling device (G) as well as the at
least one shift element (I);a second crawler gear (C2) is shiftable as a
winding path gear via activation of the second clutch (K2), the second
coupling device (B), the fourth coupling device (D) and the seventh
coupling device (G) as well as disengagement of the first output coupling
device (S_ab1);a third crawler gear (C3) is shiftable as a winding path
gear via activation of the first clutch (K1), the second coupling device
(B), the fifth coupling device (E) and the seventh coupling device (G) as
well as disengagement of the second output coupling device (S_ab2);a
first overdrive gear (O1) is shiftable as a winding path gear via
activation of the second clutch (K2) and the fourth coupling device (D)
as well as the second shift element (K);a second overdrive gear (O2) is
shiftable as a winding path gear via activation of the second clutch
(K2), the third coupling device (C), the fifth coupling device (E) and
the seventh coupling device (G) as well as disengagement of the second
output coupling device (S_ab2);a third overdrive gear (O3) is shiftable
as a winding path gear via activation of the second clutch (K2), the
fourth coupling device (D), the fifth coupling device (E) and the seventh
coupling device (G) as well as disengagement of the second output
coupling device (S_ab2);a fourth overdrive gear (O4) is shiftable as a
winding path gear via activation of the first clutch (K1) and the fifth
coupling device (E) as well as the at least one shift element (I);a fifth
overdrive gear (O5) is shiftable as a winding path gear via activation of
the first clutch (K1), the second coupling device (B), the fourth
coupling device (D) and the fifth coupling device (E) as well as
disengagement of the first output coupling device (S_ab1); anda sixth
overdrive gear (O6) is shiftable as a winding path gear via activation of
the first clutch (K1), the second coupling device (B), the fourth
coupling device (D) and the sixth coupling device (F) as well as
disengagement of the first output coupling device (S_ab1).

31. The double clutch transmission according to claim 24, wherein a first
forward gear (G1) is shiftable as a winding path gear via activation of
the first clutch (K1) and the first coupling device (A) as well as the at
least one shift element (I);a second forward gear (G2) is shiftable via
activation of the second clutch (K2) and the first coupling device (A);a
third forward gear (G3) is shiftable via activation of the first clutch
(K1) and the third coupling device (C);a fourth forward gear (G4) is
shiftable via activation of the second clutch (K2) and the second
coupling device (B);a fifth forward gear (G5) is shiftable via activation
of the first clutch (K1) and the fourth coupling device (D);a sixth
forward gear (G6) is shiftable via activation of the second clutch (K2)
and the fifth coupling device (E); anda seventh forward gear (G7) is
shiftable via activation of the first clutch (K1) and the seventh
coupling device (G);an eighth forward gear (G8) is shiftable as a winding
path gear via activation of the first clutch (K1), the first coupling
device (A), the third coupling device (C) and the fifth coupling device
(E) as well as with disengagement of the first output coupling device
(S_ab1);a first reverse gear (R1) is shiftable as a winding path gear via
activation of the first clutch (K1) and the first coupling device (A) as
well as the second shift element (K);a second reverse gear (R2) is
shiftable as a winding path gear via activation of the second clutch
(K2), the third coupling device (C), the fifth coupling device (E) and
the eighth coupling device (H) as well as disengagement of the second
output coupling device (S_ab2);a third reverse gear (R3) is shiftable as
a winding path gear via activation of the second clutch (K2), the fourth
coupling device (D), the fifth coupling device (E) and the eighth
coupling device (H) as well as disengagement of the second output
coupling device (S_ab2);a first overdrive gear (O1) is shiftable as a
winding path gear via activation of the second clutch (K2) and the
seventh coupling device (G) as well as the at least one shift element
(I);an overdrive (O2) is shiftable as a winding path gear via activation
of the first clutch (K1), the first coupling device (A), the fourth
coupling device (D) and the fifth coupling device (E) as well as
disengagement of the first output coupling device (S_ab1).

32. The double clutch transmission according to claim 24, wherein a first
forward gear (G1) is shiftable as a winding path gear via activation of
the first clutch (K1) and the fifth coupling device (E) as well as the
second shift element (K);a second forward gear (G2) is shiftable via
activation of the second clutch (K2) and the fifth coupling device (E);a
third forward gear (G3) is shiftable via activation of the first clutch
(K1) and the seventh coupling device (G);a fourth forward gear (G4) is
shiftable via activation of the second clutch (K2) and the sixth coupling
device (F);a fifth forward gear (G5) is shiftable via activation of the
first clutch (K1) and the eighth coupling device (H);a sixth forward gear
(G6) is shiftable via activation of the second clutch (K2) and the second
coupling device (B);a seventh forward gear (G7) is shiftable via
activation of the first clutch (K1) and the fourth coupling device (D);an
eighth forward gear (G8) is shiftable as a winding path gear via
activation of the first clutch (K1) and the sixth coupling device (F) as
well as the at least one first shift element (I);a first reverse gear
(R1) is shiftable as a winding path gear via activation of the second
clutch (K2), the first coupling device (A), the third coupling device (C)
and the seventh coupling device (G) as well as disengagement of the first
output coupling device (S_ab1);a second reverse gear (R2) is shiftable as
a winding path gear via activation of the second clutch (K2), the first
coupling device (A), the third coupling device (C) and the eighth
coupling device (H) as well as disengagement of the first output coupling
device (S_ab1);a third reverse gear (R3) is shiftable as a winding path
gear via activation of the second clutch (K2), the first coupling device
(A), the fourth coupling device (D) and the seventh coupling device (G)
as well as disengagement of the first output coupling device (S_ab1);a
first overdrive gear (O1) is shiftable as a winding path gear via
activation of the second clutch (K2) and the fourth coupling device (D)
as well as the second shift element (K);a second overdrive gear (O2) is
shiftable as a winding path gear via activation of the first clutch (K1),
the second coupling device (B), the fifth coupling device (E) and the
eighth coupling device (H) as well as disengagement of a second output
coupling device (S_ab2).

33. The double clutch transmission according to claim 24, wherein a first
forward gear (G1) is shiftable as a winding path gear via activation of
the first clutch (K1) and the first coupling device (A) as well as the at
least one shift element (I);a second forward gear (G2) is shiftable via
activation of the second clutch (K2) and the first coupling device (A);a
third forward gear (G3) is shiftable via activation of the first clutch
(K1) and the fourth coupling device (D);a fourth forward gear (G4) is
shiftable via activation of the second clutch (K2) and the fifth coupling
device (E);a fifth forward gear (G5) is shiftable via activation of the
first clutch (K1) and the third coupling device (C);a sixth forward gear
(G6) is shiftable via activation of the second clutch (K2) and the second
coupling device (B);a seventh forward gear (G7) is shiftable via
activation of the first clutch (K1) and the seventh coupling device
(G);an eighth forward gear (G8) is shiftable as a winding path gear via
activation of the first clutch (K1), the first coupling device (A), the
third coupling device (C) and the fifth coupling device (E) as well as
disengagement of the first output coupling device (S_ab1);a first reverse
gear (R1) is shiftable as a winding path gear via activation of the first
clutch (K1) and the first coupling device (A) as well as the second shift
element (K);a second reverse gear (R2) is shiftable as a winding path
gear via activation of the first clutch (K1), the first coupling device
(A), the sixth coupling device (F) and the eighth coupling device (H) as
well as disengagement of the second output coupling device (S_ab2);a
first crawler gear (C1) is shiftable as a winding path gear via
activation of the second clutch (K2), the fourth coupling device (D), the
fifth coupling device (E) and the seventh coupling device (G) as well as
disengagement of second output coupling device (S_ab2);a first overdrive
gear (O1) is shiftable as a winding path gear via activation of the
second clutch (K2) and the seventh coupling device (G) as well as the at
least one shift element (I);a second overdrive gear (O2) is shiftable as
a winding path gear via activation of the second clutch (K2), the second
coupling device (B), the fourth coupling device (D) and the seventh
coupling device (G) as well as disengagement of the first output coupling
device (S_ab1);a third overdrive gear (O3) is shiftable as a winding path
gear via activation of the first clutch (K1), the second coupling device
(B), the fifth coupling device (E) and the seventh coupling device (G) as
well as disengagement of the second output coupling device (S_ab2).

34. The double clutch transmission according to claim 24, wherein a first
forward gear (G1) is shiftable via activation of the first clutch (K1)
and the fourth coupling device (D);a second forward gear (G2) is
shiftable via activation of the second clutch (K2) and the first coupling
device (A);a third forward gear (G3) is shiftable via activation of the
first clutch (K1) and the eighth coupling device (H);a fourth forward
gear (G4) is shiftable via activation of the second clutch (K2) and the
fifth coupling device (E);a fifth forward gear (G5) is shiftable via
activation of the first clutch (K1) and the third coupling device (C);a
sixth forward gear (G6) is shiftable via activation of the second clutch
(K2) and the sixth coupling device (F);a seventh forward gear (G7) is
shiftable via activation of the first clutch (K1) and the seventh
coupling device (G);an eighth forward gear (G8) is shiftable as a winding
path gear via activation of the first clutch (K1) and the first coupling
device (A), the third coupling device (C), and the fifth coupling device
(E) as well as disengagement of the first output coupling device
(S_ab1);a first reverse gear (R1) is shiftable as a winding path gear via
activation of the second clutch (K2), the fourth coupling device (D), as
well as the at least one shift element (I);a second reverse gear (R2) is
shiftable as a winding path gear via activation of the second clutch (K2)
and the eighth coupling device (H) as well as via the at least one shift
element (I);a third reverse gear (R3) is shiftable as a winding path gear
via activation of the first clutch (K1), the second coupling device (B),
the sixth coupling device (F) and the eighth coupling device (H) as well
as disengagement of the second output coupling device (S_ab2);a first
crawler gear (C1) is shiftable as a winding path gear via activation of
the second clutch (K2) and the fourth coupling device (D) as well as the
second shift element (K);a second crawler gear (C2) is shiftable as a
winding path gear via activation of the second clutch (K2), the first
coupling device (A), the third coupling device (C) and the eighth
coupling device (H) as well as disengagement of first output coupling
device (S_ab1);a third crawler gear (C3) is shiftable as a winding path
gear via activation of the second clutch (K2), the fourth coupling device
(D), the fifth coupling device (E) and the seventh coupling device (G) as
well as disengagement of the second output coupling device (S_ab2);a
fourth crawler gear (C4) is shiftable as a winding path gear via
activation of the first clutch (K1), the first coupling device (A), the
fifth coupling device (E) and the eighth coupling device (H) as well as
disengagement of the second output coupling device (S_ab2);a fifth
crawler gear (C5) is shiftable as a winding path gear via activation of
the first clutch (K1), the first coupling device (A), the sixth coupling
device (F) and the eighth coupling device (H) as well as disengagement of
the second output coupling device (S_ab2);a first overdrive (O1) is
shiftable as a winding path gear via activation of the second clutch
(K2), the first coupling device (A), the fourth coupling device (D) and
the seventh coupling device (G) as well as disengagement of the first
output coupling device (S_ab1);a second overdrive gear (O2) is shiftable
as a winding path gear via activation of the second clutch (K2), the
third coupling device (C), the sixth coupling device (F) and the eighth
coupling device (H) as well as disengagement of the second output
coupling device (S_ab2);a third overdrive gear (O3) is shiftable as a
winding path gear via activation of the first clutch (K1), the first
coupling device (A), the third coupling device (C) and the sixth coupling
device (F) as well as disengagement of the first output coupling device
(S_ab1).

35. The double clutch transmission according to claim 24, wherein a first
forward gear (G1) is shiftable as a winding path gear via activation of
the first clutch (K1) and the sixth coupling device (F) as well as the at
least one shift element (I);a second forward gear (G2) is shiftable via
activation of the second clutch (K2) and the sixth coupling device (F);a
third forward gear (G3) is shiftable via activation of the first clutch
(K1) and the third coupling device (C);a fourth forward gear (G4) is
shiftable via activation of the second clutch (K2) and the second
coupling device (B);a fifth forward gear (G5) is shiftable via activation
of the first clutch (K1) and the eighth coupling device (H);a sixth
forward gear (G6) is shiftable via activation of the second clutch (K2)
and the fifth coupling device (E);a seventh forward gear (G7) is
shiftable via activation of the first clutch (K1) and the seventh
coupling device (G);an eighth forward gear (G8) is shiftable as a winding
path gear via activation of the first clutch (K1) and the fourth coupling
device (D);a first reverse gear (R1) is shiftable as a winding path gear
via activation of the first clutch (K1) and the first coupling device
(A), the third coupling device (C) and the fifth coupling device (E) as
well as disengagement of the first output coupling device (S_ab1);a
second reverse gear (R2) is shiftable as a winding path gear via
activation of the first clutch (K1), the first coupling device (A), the
third coupling device (C) and the sixth coupling device (F) as well as
disengagement of the first output coupling device (S_ab1);a third reverse
gear (R3) is shiftable as a winding path gear via activation of the first
clutch (K1), the first coupling device (A), the fourth coupling device
(D) and the sixth coupling device (F) as well as disengagement of the
first output coupling device (S_ab1);a first crawler gear (C1) is
shiftable as a winding path gear via activation of the second clutch (K2)
and the third coupling device (C) as well as the second shift element
(K);a second crawler gear (C2) is shiftable as a winding path gear via
activation of the second clutch (K2) and the eighth coupling device (H)
as well as the second shift element (K);a third crawler gear (C3) is
shiftable as a winding path gear via activation of the second clutch
(K2), the third coupling device (C), the sixth coupling device (F) and
the eighth coupling device (H) as well as disengagement of the second
output coupling device (S_ab2);a first overdrive gear (O1) is shiftable
as a winding path gear via activation of the second clutch (K2) and the
fourth coupling device (D) as well as the at least one shift element
(I);a second overdrive gear (O2) is shiftable as a winding path gear via
activation of the second clutch (K2) and the seventh coupling device (G)
as well as the first shift element (I);a third overdrive gear (O3) is
shiftable as a winding path gear via activation of the second clutch
(K2), the fourth coupling device (D), the fifth coupling device (E) and
the eighth coupling device (H) as well as disengagement of the second
output coupling device (S_ab2);a fourth overdrive gear (O4) is shiftable
as a winding path gear via activation of the first clutch (K1) and the
second coupling device (B) as well as the second shift element (K);a
fifth overdrive gear (O5) is shiftable as a winding path gear via
activation of the first clutch (K1) and the fifth coupling device (E) as
well as the second shift element (K);a sixth overdrive gear (O6) is
shiftable as a winding path gear via actuation of the first clutch (K1),
the second coupling device (B), the fourth coupling device (D) and the
fifth coupling device (E) as well as disengagement of the first output
coupling device (S_ab1).

36. The double clutch transmission according to claim 24, wherein a first
forward gear (G1) is shiftable via actuation of the first clutch (K1) and
the first coupling device (A) as well as the at least one shift element
(I);a second forward gear (G2) is shiftable via actuation of the second
clutch (K2) and the first coupling device (A);a third forward gear (G3)
is shiftable via actuation of the first clutch (K1) and the third
coupling device (C);a fourth forward gear (G4) is shiftable via actuation
of the second clutch (K2) and the second coupling device (B);a fifth
forward gear (G5) is shiftable via actuation of the first clutch (K1) and
the seventh coupling device (G);a sixth forward gear (G6) is shiftable
via actuation of the second clutch (K2) and the sixth coupling device
(F);a seventh forward gear (G7) is shiftable via actuation of the first
clutch (K1) and the eighth coupling device (H);an eighth forward gear
(G8) is shiftable as a winding path gear via actuation of the second
clutch (K2), the first coupling device (A), the fourth coupling device
(D) and the eighth coupling device (H) as well as disengagement of the
first output coupling device (S_ab1);a first reverse gear (R1) is
shiftable as a winding path gear via actuation of the second clutch (K2),
the fourth coupling (D), the fifth coupling device (E) and the seventh
coupling device (G) as well as disengagement of the second coupling
device (S_ab2);a second reverse gear (R2) is shiftable as a winding path
gear via actuation of the second clutch (K2), the third coupling device
(C), the fifth coupling device (E) and the eighth coupling device (H) as
well as disengagement of the second output coupling device (S_ab2);a
third reverse gear (R3) is shiftable as a winding path gear via actuation
of the second clutch (K2), the fourth coupling device (D), the fifth
coupling device (E) and the eighth coupling device (H) as well as
disengagement of the second output coupling device (S_ab2);a fourth
reverse gear (R4) is shiftable as a winding path gear via actuation of
the first clutch (K1), the second coupling device (B), the fourth
coupling device (D) and the fifth coupling device (E) as well as
disengagement of the first output coupling device (S_ab1);a first
overdrive gear (O1) is shiftable as a winding path gear via actuation of
the second clutch (K2), the eighth coupling device (H) as well as the at
least one shift element (I);a second overdrive gear (O2) is shiftable as
a winding path gear via actuation of the second clutch (K2) and the
eighth coupling device (H) as well as the second shift element (K).

37. The double clutch transmission according to claim 24, wherein a first
forward gear (G1) is shiftable as a winding path gear via actuation of
the first clutch (K1) and the sixth coupling device (F) as well as the at
least one shift element (I);a second forward gear (G2) is shiftable via
actuation of the second clutch (K2) and the sixth coupling device (F);a
third forward gear (G3) is shiftable via actuation of the first clutch
(K1) and the third coupling device (C);a fourth forward gear (G4) is
shiftable via actuation of the second clutch (K2) and the second coupling
device (B);a fifth forward gear (G5) is shiftable via actuation of the
first clutch (K1) and the eighth coupling device (H);a sixth forward gear
(G6) is shiftable via actuation of the second clutch (K2) and the fifth
coupling device (E);a seventh forward gear (G7) is shiftable via
actuation of the first clutch (K1) and the seventh coupling device (G);an
eighth forward gear (G8) is shiftable as a winding path gear via
actuation of the first clutch (K1) and the first coupling device (A) as
well as the at least one shift element (I);a first reverse gear (R1) is
shiftable as a winding path gear via actuation of the second clutch (K2),
the second coupling device (B), the fourth coupling device (D) and the
eight coupling device (H) as well as disengagement of the first output
coupling device (S_ab1);a second reverse gear (R2) is shiftable as a
winding path gear via actuation of the first clutch (K1), the first
coupling device (A), the fourth coupling device (D) and the sixth
coupling device (F) as well as disengagement of the first output coupling
device (S_ab1);a first crawler gear (C1) is shiftable as a winding path
gear via actuation of the second clutch (K2) and the third coupling
device (C) as well as the second shift element (K);a second crawler gear
(C2) is shiftable as a winding path gear via actuation of the second
clutch (K2) and the eighth coupling device (H) as well as the second
shift element (K);a third crawler gear (C3) is shiftable as a winding
path gear via actuation of the second clutch (K2), the third coupling
device (C), the sixth coupling device (F) and the eighth coupling device
(H) as well as disengagement of the second output coupling device
(S_ab2);a first overdrive gear (O1) is shiftable as a winding path gear
via actuation of the second clutch (K2) and the seventh coupling device
(G) as well as the at least one shift element (I);a second overdrive gear
(O2) is shiftable as a winding path gear via actuation of the first
clutch (K1) and the second coupling device (B) as well as the second
shift element (K);a third overdrive gear (O3) is shiftable as a winding
path gear via actuation of the first clutch (K1) and the fifth coupling
device (E) as well as the second shift element (K).

38. The double clutch transmission according to claim 24, wherein a first
forward gear (G1) is shiftable via actuation of the first clutch (K1) and
the third coupling device (C);a second forward gear (G2) is shiftable via
actuation of the second clutch (K2) and the first coupling device (A);a
third forward gear (G3) is shiftable via actuation of the first clutch
(K1) and the seventh coupling device (G);a fourth forward gear (G4) is
shiftable via actuation of the second clutch (K2) and the fifth coupling
device (E);a fifth forward gear (G5) is shiftable via actuation of the
first clutch (K1) and the fourth coupling device (D);a sixth forward gear
(G6) is shiftable via actuation of the second clutch (K2) and the sixth
coupling device (F);a seventh forward gear (G7) is shiftable via
actuation of the first clutch (K1) and the eighth coupling device (H);an
eighth forward gear (G8) is shiftable as a winding path gear via
actuation of the first clutch (K1), the first coupling device (A), the
fourth coupling device (D) and the fifth coupling device (E) as well as
disengagement of the first output coupling device (S_ab1);a first reverse
gear (R1) is shiftable as a winding path gear via actuation of the second
clutch (K2), the second coupling device (B), the fourth coupling device
(D) and the seventh coupling device (G) as well as disengagement of the
first output coupling device (S_ab1);a second reverse gear (R2) is
shiftable as a winding path gear via actuation of the first clutch (K1)
and the first coupling device (A) as well as the at least one shift
element (I);a third reverse gear (R3) is shiftable as a winding path gear
via actuation of the first clutch (K1) and the second coupling device (B)
as well as the second shift element (K);a first crawler gear (C1) is
shiftable as a winding path gear via actuation of the second clutch (K2),
the first coupling device (A), the fourth coupling device (D) and the
seventh coupling device (G) as well as disengagement of the first output
coupling device (S_ab1);a second crawler gear (C2) is shiftable as a
winding path gear via actuation of the second clutch (K2), the third
coupling device (C), the fifth coupling device (E) and the eighth
coupling device (H) as well as disengagement of the second output
coupling device (S_ab2);a third crawler gear (C3) is shiftable as a
winding path gear via actuation of the second clutch (K2), the third
coupling device (C), the sixth coupling device (F) and the eighth
coupling device (H) as well as disengagement of the second output
coupling device (S_ab2);a fourth crawler gear (C4) is shiftable as a
winding path gear via actuation of the first clutch (K1) and the first
coupling device (A) as well as the second shift element (K);a fifth
crawler gear (C5) is shiftable as a winding path gear via actuation of
the first clutch (K1), the first coupling device (A), the fifth coupling
device (E) and the seventh coupling device (G) as well as disengagement
of the second output coupling device (S_ab2);a first overdrive gear (O1)
is shiftable as a winding path gear via actuation of the second clutch
(K2) and the fourth coupling device (D) as well as the second shift
element (K);a second overdrive gear (O2) is shiftable as a winding path
gear via actuation of the second clutch (K2) and the eighth coupling
device (H) as well as the second shift element (K);a third overdrive gear
(O3) is shiftable as a winding path gear via actuation of the second
clutch (K2), the first coupling device (A), the third coupling device (C)
and the eighth coupling device (H) as well as disengagement of the first
output coupling device (S_ab1);a fourth overdrive gear (O4) is shiftable
as a winding path gear via actuation of the first clutch (K1), the first
coupling device (A), the fourth coupling device (D) and the sixth
coupling device (F) as well as disengagement of the first output coupling
device (S_ab1).

39. The double clutch transmission according to claim 24, wherein a first
forward gear (G1) is shiftable via actuation of the first clutch (K1) and
the fourth coupling device (D);a second forward gear (G2) is shiftable
via actuation of the second clutch (K2) and the second coupling device
(B);a third forward gear (G3) is shiftable via actuation of the first
clutch (K1) and the eighth coupling device (H);a fourth forward gear (G4)
is shiftable via actuation of the second clutch (K2) and the first
coupling device (A);a fifth forward gear (G5) is shiftable via actuation
of the first clutch (K1) and the third coupling device (C);a sixth
forward gear (G6) is shiftable via actuation of the second clutch (K2)
and the fifth coupling device (E);a seventh forward gear (G7) is
shiftable via actuation of the first clutch (K1) and the seventh coupling
device (G);an eighth forward gear (G8) is shiftable as a winding path
gear via actuation of the second clutch (K2), the second coupling device
(B), the fourth coupling device (D) and the seventh coupling device (G)
as well as with disengagement of the first output coupling device
(S_ab1);a first reverse gear (R1) is shiftable as a winding path gear via
actuation of the second clutch (K2) and the fourth coupling device (D) as
well as the second shift element (K);a second reverse gear (R2) is
shiftable as a winding path gear via actuation of the second clutch (K2)
and the eighth coupling device (H) as well as the second shift element
(K);a third reverse gear (R3) is shiftable as a winding path gear via
actuation of the second clutch (K2), the fourth coupling device (D), the
fifth coupling device (E) and the eighth coupling device (H) as well as
disengagement of the second output coupling device (S_ab2);a fourth
reverse gear (R4) is shiftable as a winding path gear via actuation of
the first clutch (K1), the first coupling device (A), the fourth coupling
device (D) and the sixth coupling device (F) as well as disengagement of
the first output coupling device (S_ab1);a fifth reverse gear (R5) is
shiftable as a winding path gear via actuation of the first clutch (K1),
the second coupling device (B), the sixth coupling device (F) and the
eighth coupling device (H) as well as disengagement of the second output
coupling device (S_ab2);a first crawler gear (C1) is shiftable as a
winding path gear via actuation of the second clutch (K2) and the fourth
coupling device (D) as well as the at least one shift element (I);a
second crawler gear (C2) is shiftable as a winding path gear via
actuation of the second clutch (K2) and the eighth coupling device (H) as
well as the at least one shift element (I);a third crawler gear (C3) is
shiftable as a winding path gear via actuation of the second clutch (K2),
the fourth coupling device (D), the fifth coupling device (E) and the
seventh coupling device (G) as well as disengagement of the second output
coupling device (S_ab2);a fourth crawler gear (C4) is shiftable as a
winding path gear via actuation of the first clutch (K1), the first
coupling device (A), the fifth coupling device (E) and the eighth
coupling device (H) as well as disengagement of the second output
coupling device (S_ab2);a fifth crawler gear (C5) is shiftable as a
winding path gear via actuation of the first clutch (K1), the second
coupling device (B), the fifth coupling device (E) and the eighth
coupling device (H) as well as disengagement of the second output
coupling device (S_ab2);a first overdrive gear (O1) is shiftable as a
winding path gear via actuation of the second clutch (K2), the first
coupling device (A), the fourth coupling device (D) and the seventh
coupling device (G) as well as disengagement of the first output coupling
device (S_ab1);a second overdrive gear (O2) is shiftable as a winding
path gear via actuation of the second clutch (K2), the third coupling
device (C), the fifth coupling device (E) and the eighth coupling device
(H) as well as disengagement of the second output coupling device
(S_ab2);a third overdrive gear (O3) is shiftable as a winding path gear
via actuation of the first clutch (K1) and the fifth coupling device (E)
as well as the at least one shift element (I).

40. The double clutch transmission according to claim 24, wherein a first
forward gear (G1) is shiftable as a winding path gear via actuation of
the first clutch (K1), the second coupling device (B), the fourth
coupling device (D) and the sixth coupling device (F) as well as
disengagement of the first output coupling device (S_ab1);a second
forward gear (G2) is shiftable via actuation of the second clutch (K2)
and the sixth coupling device (F);a third forward gear (G3) is shiftable
via actuation of the first clutch (K1) and the fourth coupling device
(D);a fourth forward gear (G4) is shiftable via actuation of the second
clutch (K2) and the second coupling device (B);a fifth forward gear (G5)
is shiftable via actuation of the first clutch (K1) and the seventh
coupling device (G);a sixth forward gear (G6) is shiftable via actuation
of the second clutch (K2) and the fifth coupling device (E);a seventh
forward gear (G7) is shiftable via actuation of the first clutch (K1) and
the eighth coupling device (H);an eighth forward gear (G8) is shiftable
via actuation of the first clutch (K1) and the third coupling device
(C);a first reverse gear (R1) is shiftable as a winding path gear via
actuation of the first clutch (K1), the first coupling device (A), the
third coupling device (C) and the sixth coupling device (F) as well as
disengagement of the first output coupling device (S_ab1);a second
reverse gear (R2) is shiftable as a winding path gear via actuation of
the first clutch (K1), the first coupling device (A), the fourth coupling
device (D) and the fifth coupling device (E) as well as disengagement of
the first output coupling device (S_ab1);a third reverse gear (R3) is
shiftable as a winding path gear via actuation of the first clutch (K1),
the first coupling device (A), the fourth coupling device (D) and the
sixth coupling device (F) as well as disengagement of the first output
coupling device (S_ab1);a first crawler gear (C1) is shiftable as a
winding path gear via actuation of the second clutch (K2) and the fourth
coupling device (D) as well as the at least one shift element (I);a
second crawler gear (C2) is shiftable as a winding path gear via
actuation of the second clutch (K2) and the fourth coupling device (D) as
well as the second shift element (K);a third crawler gear (C3) is
shiftable as a winding path gear via actuation of the second clutch (K2),
the fourth coupling device (D), the sixth coupling device (F) and the
eighth coupling device (H) as well as disengagement of the second output
coupling device (S_ab2);a first overdrive gear (O1) is shiftable as a
winding path gear via actuation of the second clutch (K2), the second
coupling device (B), the fourth coupling device (D) and the eighth
coupling device (H) as well as disengagement of the first output coupling
device (S_ab1);a second overdrive gear (O2) is shiftable as a winding
path gear via actuation of the second clutch (K2), the third coupling
device (C), the fifth coupling device (E) and the seventh coupling device
(G) as well as disengagement of the second output coupling device
(S_ab2);a third overdrive gear (O3) is shiftable as a winding path gear
via actuation of the first clutch (K1) and the fifth coupling device (E)
as well as the at least one shift element (I);a fourth overdrive gear
(O4) is shiftable as a winding path gear via actuation of the first
clutch (K1) and the fifth coupling device (E) as well as the second shift
element (K);a fifth overdrive gear (O5) is shiftable as a winding path
gear via actuation of the first clutch (K1), the second coupling device
(B), the sixth coupling device (F) and the eighth coupling device (H) as
well as disengagement of the second output coupling device (S_ab2).

41. The double clutch transmission according to claim 24, wherein a first
forward gear (G1) is shiftable as a winding path gear via actuation of
the first clutch (K1), the first coupling device (A), the third coupling
device (C) and the sixth coupling device (F) as well as disengagement of
the first output coupling device (S_ab1);a second forward gear (G2) is
shiftable via actuation of the second clutch (K2) and the sixth coupling
device (F);a third forward gear (G3) is shiftable via actuation of the
first clutch (K1) and the seventh coupling device (G);a fourth forward
gear (G4) is shiftable via actuation of the second clutch (K2) and the
fifth coupling device (E);a fifth forward gear (G5) is shiftable via
actuation of the first clutch (K1) and the third coupling device (C);a
sixth forward gear (G6) is shiftable via actuation of the second clutch
(K2) and the first coupling device (A);a seventh forward gear (G7) is
shiftable via actuation of the first clutch (K1) and the eighth coupling
device (H);an eighth forward gear (G8) is shiftable as a winding path
gear via actuation of the first clutch (K1), the first coupling device
(A), the fourth coupling device (D) and the fifth coupling device (E) as
well as with disengagement of the first output coupling device (S_ab1);a
first reverse gear (R1) is shiftable as a winding path gear via actuation
of the second clutch (K2), the second coupling device (B), the fourth
coupling device (D) and the seventh coupling device (G) as well as
disengagement of the first output coupling device (S_ab1);a second
reverse gear (R2) is shiftable as a winding path gear via actuation of
the second clutch (K2), the second coupling device (B), the fourth
coupling device (D) and the eighth coupling device (H) as well as
disengagement of the first output coupling device (S_ab1);a first crawler
gear (C1) is shiftable as a winding path gear via actuation of the second
clutch (K2), the third coupling device (C), the sixth coupling device (F)
and the eighth coupling device (H) as well as disengagement of the second
output coupling device (S_ab2);a first overdrive gear (O1) is shiftable
as a winding path gear via actuation of the second clutch (K2), the first
coupling device (A), the third coupling device (C) and the eighth
coupling device (H) as well as disengagement of the first output coupling
device (S_ab1);a second overdrive gear (O2) is shiftable as a winding
path gear via actuation of the first clutch (K1), the first coupling
device (A), the fifth coupling device (E) and the eighth coupling device
(H) as well as disengagement of the second output coupling device
(S_ab2);a third overdrive gear (O3) is shiftable as a winding path gear
via actuation of the first clutch (K1), the first coupling device (A),
the sixth coupling device (F) and the eighth coupling device (H) as well
as disengagement of the second output coupling device (S_ab2).

42. The double clutch transmission according to claim 24, wherein a first
forward gear (G1) is shiftable as a winding path gear via actuation of
the first clutch (K1), the first coupling device (A), the third coupling
device (C) and the sixth coupling device (F) as well as disengagement of
the first output coupling device (S_ab1);a second forward gear (G2) is
shiftable via actuation of the second clutch (K2) and the sixth coupling
device (F);a third forward gear (G3) is shiftable via actuation of the
first clutch (K1) and the seventh coupling device (G);a fourth forward
gear (G4) is shiftable via actuation of the second clutch (K2) and the
second coupling device (B);a fifth forward gear (G5) is shiftable via
actuation of the first clutch (K1) and the third coupling device (C);a
sixth forward gear (G6) is shiftable via actuation of the second clutch
(K2) and the first coupling device (A);a seventh forward gear (G7) is
shiftable via actuation of the first clutch (K1) and the eighth coupling
device (H);an eighth forward gear (G8) is shiftable as a winding path
gear via actuation of the first clutch (K1) and the first coupling device
(A) as well as the second shift element (K);a first reverse gear (R1) is
shiftable as a winding path gear via actuation of the second clutch (K2),
the first coupling device (A), the fourth coupling device (D) and the
seventh coupling device (G) as well as disengagement of the first output
coupling device (S_ab1);a second reverse gear (R2) is shiftable as a
winding path gear via actuation of the second clutch (K2), the second
coupling device (B), the fourth coupling device (D) and the seventh
coupling device (G) as well as disengagement of the first output coupling
device (S_ab1);a third reverse gear (R3) is shiftable as a winding path
gear via actuation of the second clutch (K2), the second coupling device
(B), the fourth coupling device(D) and the eighth coupling device (H) as
well as disengagement of the first output coupling device (S_ab1);a first
crawler gear (C1) is shiftable as a winding path gear via actuation of
the second clutch (K2), the third coupling device (C), the sixth coupling
device (F) and the eighth coupling device (H) as well as disengagement of
the second output coupling device (S_ab2);a first overdrive gear (O1) is
shiftable as a winding path gear via actuation of the second clutch (K2),
the first coupling device (A), the third coupling device (C) and the
eighth coupling device (H) as well as disengagement of the first output
coupling device (S_ab1);a second overdrive gear (O2) is shiftable as a
winding path gear via actuation of the first clutch (K1) and the first
coupling device (A) as well as the at least one shift element (I);a third
overdrive gear (O3) is shiftable as a winding path gear via actuation of
the first clutch (K1), the first coupling device (A), the sixth coupling
device (F) and the eighth coupling device (H) as well as disengagement of
the second output coupling device (S_ab2);a fourth overdrive gear (O4) is
shiftable as a winding path gear via actuation of the first clutch (K1),
the second coupling device (B), the sixth coupling device (F) and the
eighth coupling device (H) as well as disengagement of the second output
coupling device (S_ab2).

43. The double clutch transmission according to claim 24, wherein a first
forward gear (G1) is shiftable as a winding path gear via actuation of
the first clutch (K1) and the fifth coupling device (E) as well as the
second shift element (K);a second forward gear (G2) is shiftable via
actuation of the second clutch (K2) and the fifth coupling device (E);a
third forward gear (G3) is shiftable via actuation of the first clutch
(K1) and the seventh coupling device (G);a fourth forward gear (G4) is
shiftable via actuation of the second clutch (K2) and the sixth coupling
device (F);a fifth forward gear (G5) is shiftable via actuation of the
first clutch (K1) and the fourth coupling device (D);a sixth forward gear
(G6) is shiftable via actuation of the second clutch (K2) and the second
coupling device (B);a seventh forward gear (G7) is shiftable via
actuation of the first clutch (K1) and the eighth coupling device (H);an
eighth forward gear (G8) is shiftable via actuation of the first clutch
(K1) and the third coupling device (C);a first reverse gear (R1) is
shiftable as a winding path gear via actuation of the second clutch (K2),
the first coupling device (A), the third coupling device (C) and the
seventh coupling device (G) as well as disengagement of the first output
coupling device (S_ab1);a first crawler gear (C1) is shiftable as a
winding path gear via actuation of the second clutch (K2), the fourth
coupling device (D), the fifth coupling device (E) and the eighth
coupling device (H) as well as disengagement of the second output
coupling device (S_ab2);a first overdrive gear (O1) is shiftable as a
winding path gear via actuation of the second clutch (K2) and the third
coupling device (C) as well as the second shift element (K);a second
overdrive gear (O2) is shiftable as a winding path gear via actuation of
the second clutch (K2) and the eighth coupling device (H) as well as the
second shift element (K);a third overdrive gear (O3) is shiftable as a
winding path gear via actuation of the second clutch (K2), the second
coupling device (B), the fourth coupling device (D) and the eighth
coupling device (H) as well as disengagement of the first output coupling
device (S_ab1);a fourth overdrive gear (O4) is shiftable as a winding
path gear via actuation of the first clutch (K1), the second coupling
device (B), the fifth coupling device (E) and the eighth coupling device
(H) as well as disengagement of the second output coupling device
(S_ab2);a fifth overdrive gear (O5) is shiftable as a winding path gear
via actuation of the first clutch (K1), the second coupling device (B),
the sixth coupling device (F) and the eighth coupling device (H) as well
as disengagement of the second output coupling device (S_ab2).

44. The double clutch transmission according to claim 24, wherein a first
forward gear (G1) is shiftable as a winding path gear via actuation of
the first clutch (K1), the second coupling device (B), the fourth
coupling device (D) and the sixth coupling device (F) as well as
disengagement of the first output coupling device (S_ab1);a second
forward gear (G2) is shiftable via actuation of the second clutch (K2)
and the sixth coupling device (F);a third forward gear (G3) is shiftable
via actuation of the first clutch (K1) and the fourth coupling device
(D);a fourth forward gear (G4) is shiftable via actuation of the second
clutch (K2) and the second coupling device (B);a fifth forward gear (G5)
is shiftable via actuation of the first clutch (K1) and the seventh
coupling device (G);a sixth forward gear (G6) is shiftable via actuation
of the second clutch (K2) and the fifth coupling device (E);a seventh
forward gear (G7) is shiftable via actuation of the first clutch (K1) and
the eighth coupling device (H);an eighth forward gear (G8) is shiftable
as a winding path gear via actuation of the first clutch (K1) and the
second coupling device (B) as well as the second shift element (K);a
first reverse gear (R1) is shiftable as a winding path gear via actuation
of the first clutch (K1), the first coupling device (A), the fourth
coupling device (D) and the fifth coupling device (E) as well as
disengagement of the first output coupling device (S_ab1);a second
reverse gear (R2) is shiftable as a winding path gear via actuation of
the first clutch (K1), the first coupling device (A), the fourth coupling
device(D) and the sixth coupling device (F) as well as disengagement of
the first output coupling device (S_ab1);a third reverse gear (R3) is
shiftable as a winding path gear via actuation of the second clutch (K2)
and the fourth coupling device (D) as well as the at least one shift
element (I);a fourth reverse gear (R4) is shiftable as a winding path
gear via actuation of the second clutch (K2) and the seventh coupling
device (G) as well as the at least one shift element (I);a fifth reverse
gear (R5) is shiftable as a winding path gear via actuation of the second
clutch (K2) and the eighth coupling device (H) as well as the at least
one shift element (I);a sixth reverse gear (R6) is shiftable via
actuation of the first clutch (K1) and the third coupling device (C);a
first crawler gear (C1) is shiftable as a winding path gear via actuation
of the second clutch (K2) and the fourth coupling device (D) as well as
the second shift element (K);a second crawler gear (C2) is shiftable as a
winding path gear via actuation of the second clutch (K2), the fourth
coupling device (D), the sixth coupling device (F) and the eighth
coupling device (H) as well disengagement of the second output coupling
device (S_ab2);a first overdrive gear (O1) is shiftable as a winding path
gear via actuation of the second clutch (K2), the second coupling device
(B), the fourth coupling device (D) and the eighth coupling device (H) as
well as disengagement of the first output coupling device (S_ab1);a
second overdrive gear (O2) is shiftable as a winding path gear via
actuation of the first clutch (K1) and the fifth coupling device (E) as
well as the second shift element (K);a third overdrive gear (O3) is
shiftable as a winding path gear via actuation of the first clutch (K1),
the second coupling device (B), the sixth coupling device (F) and the
eighth coupling device (H) as well as disengagement of the second output
coupling device (S_ab2).

45. The double clutch transmission according to claim 24, wherein a first
forward gear (G1) is shiftable as a winding path gear via actuation of
the first clutch (K1), the first coupling device (A), the fourth coupling
device (D) and the fifth coupling device (E) as well as disengagement of
the first output coupling device (S_ab1);a second forward gear (G2) is
shiftable via actuation of the second clutch (K2) and the fifth coupling
device (E);a third forward gear (G3) is shiftable via actuation of the
first clutch (K1) and the fourth coupling device (D);a fourth forward
gear (G4) is shiftable via actuation of the second clutch (K2) and the
first coupling device (A);a fifth forward gear (G5) is shiftable via
actuation of the first clutch (K1) and the eighth coupling device (H);a
sixth forward gear (G6) is shiftable via actuation of the second clutch
(K2) and the second coupling device (B);a seventh forward gear (G7) is
shiftable via actuation of the first clutch (K1) and the seventh coupling
device (G);an eighth forward gear (G8) is shiftable as a winding path
gear via actuation of the first clutch (K1) and the second coupling
device (B) as well as the second shift element (K);a first reverse gear
(R1) is shiftable as a winding path gear via actuation of the second
clutch (K2) and the fourth coupling device (D) as well the at least one
shift element (I);a second reverse gear (R2) is shiftable as a winding
path gear via actuation of the second clutch (K2) and the eighth coupling
device (H) as well as the at least one coupling device (I);a third
reverse gear (R3) is shiftable as a winding path gear via actuation of
the second clutch (K2), the first coupling device (A), the third coupling
device (C) and the seventh coupling device (G) as well as disengagement
of the first output coupling device (S_ab1);a fourth reverse gear (R4) is
shiftable as a winding path gear via actuation of the second clutch (K2),
the first coupling device (A), the third coupling device (C) and the
eighth coupling device (H) as well as disengagement of the first output
coupling device (S_ab1);a first crawler gear (C1) is shiftable as a
winding path gear via actuation of the second clutch (K2), the fourth
coupling device (D), the fifth coupling device (E) and the seventh
coupling device (G) as well as disengagement of the second output
coupling device (S_ab2);a second crawler gear (C2) is shiftable as a
winding path gear via actuation of the second clutch (K2), the fourth
coupling device (D), the fifth coupling device (E) and the eighth
coupling device (H) as well as disengagement of the second output
coupling device (S_ab2);a third crawler gear (C3) is shiftable as a
winding path gear via actuation of the first clutch (K1), the second
coupling device (B), the fourth coupling device (D) and via actuation of
the fifth activated coupling (E) as well as disengagement of the first
output coupling device (S_ab1);a first overdrive gear (O1) is shiftable
as a winding path gear via actuation of the second clutch (K2), the first
coupling device (A), the fourth coupling device (D) and the seventh
coupling device (G) as well as disengagement of the first output coupling
device (S_ab1);a second overdrive gear (O2) is shiftable as a winding
path gear via actuation of the second clutch (K2), the second coupling
device (B), the fourth coupling device (D) and the seventh coupling
device (G) as well as disengagement of the first output coupling device
(S_ab1);a third overdrive gear (O3) is shiftable as a winding path gear
via actuation of the second clutch (K2), the second coupling device (B),
the fourth coupling device (D) and the eighth coupling device (H) as well
as disengagement of the first output coupling device (S_ab1);a fourth
overdrive gear (O4) is shiftable as a winding path gear via actuation of
the first clutch (K1), the first coupling device (A), the fifth coupling
device (E) and the seventh coupling device (G) as well as disengagement
of second output coupling device (S_ab2);a fifth overdrive gear (O5) is
shiftable as a winding path gear via actuation of the first clutch (K1),
the second coupling device (B), the fifth coupling device (E) and the
seventh coupling device (G) as well as disengagement of the second output
coupling device (S_ab2);a sixth overdrive gear (O6) is shiftable as a
winding path gear via actuation of the first clutch (K1), the second
coupling device (B), the fifth coupling device (E) and the eighth
coupling device (H) as well as disengagement of the second output
coupling device (S_ab2).

46. The double clutch transmission according to claim 24, wherein a first
forward gear (G1) is shiftable via actuation of the first clutch (K1),
and the third coupling device (C);a second forward gear (G2) is shiftable
via actuation of the second clutch (K2) and the first coupling device
(A);a third forward gear (G3) is shiftable via actuation of the first
clutch (K1) and the fourth coupling device (D);a fourth forward gear (G4)
is shiftable via actuation of the second clutch (K2) and the second
coupling device (B);a fifth forward gear (G5) is shiftable via actuation
of the first clutch (K1) and the seventh coupling device (G);a sixth
forward gear (G6) is shiftable via actuation of the second clutch (K2)
and the fifth coupling device (E);a seventh forward gear (G7) is
shiftable via actuation of the first clutch (K1) and the eighth coupling
device (H);an eighth forward gear (G8) is shiftable as a winding path
gear via actuation of the second clutch (K2), the first coupling device
(A), the third coupling device (C) and the eighth coupling device (H) as
well as disengagement of the first output coupling device (S_ab1);a first
reverse gear (R1) is shiftable as a winding path gear via actuation of
the first clutch (K1) and the first coupling device (A) as well as the
second shift element (K);a second reverse gear (R2) is shiftable as a
winding path gear via actuation of the first clutch (K1) and the second
coupling device (B) as well as the second shift element (K);a third
reverse gear (R3) is shiftable as a winding path gear via actuation of
the first clutch (K1) and the fifth coupling device (E) as well as the
second shift element (K);a fourth reverse gear (R4) is shiftable as a
winding path gear via actuation of the first clutch (K1), the first
coupling device (A), the sixth coupling device (F) and the eighth
coupling device (H) as well as disengagement of the second output
coupling device (S_ab2);a fifth reverse gear (R5) is shiftable as a
winding path gear via actuation of the first clutch (K1), the second
coupling device (B), the sixth coupling device (F) and the eighth
coupling device (H) as well as disengagement of the second output
coupling device (S_ab2);a first crawler gear (C1) is shiftable as a
winding path gear via actuation of the second clutch (K2), the third
coupling device (C), the fifth coupling device (E) and the eighth
coupling device (H) as well as disengagement of the second output
coupling device (S_ab2);a second crawler gear (C2) is shiftable as a
winding path gear via actuation of the first clutch (K1) and the first
coupling device (A) as well as the first shift element (I);a third
crawler gear (C3) is shiftable as a winding path gear via actuation of
the first clutch (K1), the first coupling device (A), the fifth coupling
device (E) and the seventh coupling device (G) as well as disengagement
of the second output coupling device (S_ab2);a first overdrive gear (O1)
is shiftable as a winding path gear via actuation of the second clutch
(K2) and the seventh coupling device (G) as well as the at least one
shift element (I);a second overdrive gear (O2) is shiftable as a winding
path gear via actuation of the second clutch (K2) and the eighth coupling
device (H) as well as the at least one shift element (I);a third
overdrive gear (O3) is shiftable as a winding path gear via actuation of
the second clutch (K2), the second coupling device (B), the fourth
coupling device (D) and the eighth coupling device (H) as well as
disengagement of the first output coupling device (S_ab1).

[0003]The printed publication DE 103 05 241 A1 has already dealt with a
6-gear or 7-gear double clutch transmission. The double clutch
transmission includes two clutches, which are connected on the input
sides with the drive shaft and on the respective output sides with one of
the two transmission input shafts. The two transmission input shafts are
placed coaxially to one another. Moreover, two countershafts are placed
with their axes parallel to the two transmission input shafts, whose
idler gears engage with the fixed gears of the transmission input shafts.
Over and above this, the coupling devices can slide axially, but are
rotationally locked to the countershaft so that the respective toothed
gearwheels can be shifted. The respective transmission ratio selected is
transferred, via the power take-off gear, to a differential. A number of
gear planes are necessary to implement the desired transmission ratio
steps in the double clutch transmission considered, so that considerable
space is required for its installation.

[0004]Moreover, a spur-gear multi-speed transmission has been introduced
in the printed publication DE 38 22 330 A1. The spur-gear multi-speed
transmission includes a double clutch that can be shifted under load, and
has one part connected to a drive shaft, and another part connected to a
hollow drive shaft that is rotatably supported by the drive shaft. The
drive shaft can be coupled with the hollow drive shaft via a shift
element for specific transmission ratios.

[0005]The printed publication, DE 10 2004 001 961 A1, talks of a
power-shift transmission with two clutches, which are assigned
respectively to one subtransmission. The transmission input shafts of
both subtransmissions are arranged coaxially to one another and are
engaged, via the fixed gears, with the idler gears of the countershafts
assigned. The respective idler gears of the countershaft can be connected
in a rotationally fixed manner with the corresponding countershaft using
the shift elements assigned. This printed publication deals with an
eight-gear transmission, in which one extra shift element is provided to
couple both the transmission input shafts to implement an additional
transmission ratio step. In fact, even the seven-gear transmission
requires at least six gear planes in both the subtransmissions with this
embodiment in order to realize the transmission ratio steps. This leads
to an undesirable increase in the construction length in the axial
direction, owing to which there are serious limitations when it comes to
installing it in a vehicle.

[0006]Moreover, the printed publication, DE 10 2005 028 532 A1, talks of
another power-shift transmission, which includes two input shafts and
only one countershaft. For example, an eight-gear transmission in this
embodiment needs more than seven gear planes in order to realize the
transmission ratio steps, particularly even the reverse gear transmission
ratios. This leads to an undesirable increase in the construction length
in the axial direction.

SUMMARY OF THE INVENTION

[0007]This disclosure concerns itself with the task of proposing a double
clutch transmission of the type described initially, in which multiple
power-shift transmission ratio steps can be realized cost-effectively and
with the minimum use of components requiring a low amount of space for
installation.

[0008]In accordance with these, a double clutch transmission that is
optimized with respect to the space required for installation is proposed
with two clutches, whose input sides are connected with one drive shaft,
and whose output sides are connected respectively with one of two
transmission input shafts that are placed coaxially to one another. The
double clutch transmission includes at least two countershafts or
similar, on which the toothed gear wheels formed as idler gears are
rotatably supported, whereby toothed gear wheels, formed as fixed gears,
are connected on both the transmission input shafts in a rotationally
fixed manner, such that these engage with at least some of the idler
gears. In addition, multiple coupling devices are provided for connecting
one idler gear in a rotationally fixed manner with one countershaft. The
inventive double clutch transmission has one power take-off gear or
constant pinion respectively on each of the countershafts, which is
engaged respectively with the teeth of one drive shaft, in order to
connect the corresponding countershaft with the output drive, whereby
multiple power-shift gears can be designed.

[0009]According to the inventive double clutch transmission a maximum of
seven gear planes with at least seven power-shift gears can be realized
without requiring too much construction space. For example, the maximum
of seven gear planes can be formed by at least one dual gear plane,
whereby, in each dual gear plane, one idler gear of the first and second
countershafts are assigned to one fixed gear of one of the transmission
input shafts respectively, and at least one idler gear can be used for at
least two gears, so that at least one winding path gear can be shifted
with one of the open coupling devices that has been assigned to one of
the power take-off gears.

[0010]It is also possible that, apart from the dual gear planes, single
gear planes can be used, whereby for each single gear plane, one idler
gear of the countershaft is assigned to a fixed gear of the transmission
input shaft. Other configurations are also possible.

[0011]Owing to the possibility of multiple usages of the idler gears, the
maximum number of transmission ratios can be realized with the double
clutch transmission proposed with the least number of gear planes,
whereby, it is preferable that the first seven forward gears can be
power-shifted using a sequential design.

[0012]In order to optimize the graduation or stepping in the inventive
double clutch transmission one dual gear plane can be replaced by two
single gear planes, by replacing one idler gear with two idler gears. You
can achieve particularly harmonic and progressive gear stepping by doing
so. It is also possible to replace two single gear planes with one dual
gear plane.

[0013]The double clutch transmission proposed can be designed preferably
as an 8-gear transmission with at least seven power shiftable gear steps.
Owing to its compact design when compared to other known types of
transmission arrangements, the inventive double clutch transmission is
particularly suitable for transverse construction at the front of a
vehicle. However, other forms of installation are also possible depending
on the type of and construction space availability in the vehicle under
consideration.

[0014]In the case of the double clutch transmission proposed, the first
and/or eighth forward gear can be a winding path gear. In addition, one
reverse gear and/or other gears, such as, creeper gears or overdrive
gears can also be designed as winding path gears and, possibly, can also
be designed to be power shiftable. For example, the first power shiftable
forward gear and/or the highest gear can be a winding path gear. Apart
from the coupling device as the winding path gear shift element on one of
the constant pinions, other shift elements, too, can be arranged on the
first and/or second countershaft to realize other winding path gears.
Thus, in this manner, at least one of the two constant pinions is
connected with the countershaft assigned so that it can be shifted. Four
to seven gear planes can be realized preferably with the double clutch
transmission system proposed.

[0015]It is possible, in a beneficial manner, to have preferably an
additional power shiftable overdrive gear to the seventh forward gear, as
an alternative power shiftable eighth forward gear, as a result of which
the vehicle can save fuel.

[0016]Depending on the embodiment, the first and the second countershaft,
for instance, can be assigned three or four shiftable idler gears, which
engage respectively with the fixed gears of the transmission input shafts
assigned.

[0017]If the last or second-last gear increment is designed to be higher
than that of the respective previous gear, a particularly large output
torque or drive power can be provided with a downshift initiated by the
driver.

[0018]In the inventive double clutch transmission, the advantage is that a
maximum of five shifting points are required on one countershaft.
Overall, however, eight shifting points on both the countershafts are
adequate to realize the gear steps proposed. Nonetheless, it is possible
to have other shifting points.

[0019]In accordance with the invention it can be foreseen that an idler
gear of the second subtransmission is connected to an idler gear of the
first subtransmission across at least one additional shifting element on
the first and/or second countershaft, so that at least one winding path
gear can be shifted with the help of the shifting element.

[0020]Thus, in the inventive double clutch transmission, with the coupling
device disengaged at one of the power take-off gears and via the minimum
of one shifting elementk, winding path gears can be realized, with which
the toothed gear wheels of both subtransmissions are coupled, in order to
realize flow of power from both subtransmissions. The shifting element
used respectively serves to couple two idler gears and, as a result,
brings the transmission input shafts into play with one another.

[0021]The arrangement of the shifting elements to couple two specific
idler gears can be varied in the double clutch transmission, so that the
shifting elements do not have to necessarily be placed between the idler
gears that need to be coupled. Accordingly, you can conceive other
placement positions of the respective shift element, in order to optimize
the linking of an actuator system.

[0022]In accordance with one possible embodiment of the double clutch
transmission, it can be foreseen that there are only four gear planes
provided, whereby, the first and the second gear planes are dual gear
planes and/or single gear planes and include two fixed gears on the
second transmission input shaft of the second subtransmission, and
whereby the third and the fourth gear planes are dual gear planes and/or
single gear planes, which include two fixed gears on the first
transmission input shaft of the first subtransmission.

[0023]In the context of another embodiment of the patent, it can also be
foreseen that with the double clutch transmission proposed, five gear
planes are provided, whereby the first and the second gear planes include
two fixed gears on the second transmission input shaft of the second
subtransmission, and the third, fourth and fifth gear planes are dual
gear planes and/or single gear planes and can include three fixed gears
on the first transmission input shaft of the first subtransmission.

[0024]Over and above this, it can be foreseen, in yet another embodiment,
that six gear planes are provided, whereby the first and the second gear
planes are dual gear planes and include two fixed gears on the second
transmission input shaft of the second subtransmission, and the third,
fourth, fifth and sixth gear planes are dual gear planes and/or single
gear planes, which include four fixed gears on the first transmission
shaft of the first subtransmission.

[0025]Finally, in accordance with the next advanced stage of the invetion,
it can be foreseen, that seven gear planes are provided, whereby the
first gear designed as a dual gear plane, and the second and the third
gear planes designed as single gear planes include three fixed gears on
the second transmission input shaft of the second subtransmission,
whereby the fourth, fifth, sixth and seventh gear planes are single gear
planes respectively, which include four fixed gears on the first
transmission input shaft of the first subtransmission.

[0026]In order to provide the required speed reversal for the
implementation of reverse gears in the inventive double clutch
transmission, you can use, for example, at least one intermediate gear or
equivalent, which is arranged on an intermediate shaft. It is also
possible that one of the idler gears of one countershaft serves as the
intermediate shaft for at least one reverse gear. There is no additional
intermediate shaft required for the reverse gear transmission ratio,
since one of the idler gears engages with one fixed gear and with another
shift-enabled idler gear of the other countershaft. In this manner, the
intermediate gear required is placed as a shift-enabled idler gear on one
countershaft and serves to realize at least another forward gear. The
intermediate gear can also be designed as a stepped gear, regardless of
whether it is placed on the countershaft or on another intermediate
shaft. It is also possible that the intermediate gear is not placed on a
countershaft that is already available, but is instead provided on
another separate shaft, e.g. a third countershaft.

[0027]In order to achieve the desired ratio steps, it can be foreseen in
the inventive double clutch transmission, that at least one dual-acting
coupling device is placed on each countershaft or its equivalent. The
coupling devices foreseen can respectively connect one idler gear
assigned to them with the countershaft in a rotationally fixed manner,
either in the active or engaged condition depending on the direction of
operation. In addition, a single-acting coupling device can be placed on
at least one of the countershafts or equivalent. Hydraulic, electric,
pneumatic or mechanically operated clutches or even form locking claw
clutches, as well as any type of synchronization device can be used as
the coupling device, which serve to connect one idler gear with one
countershaft in a rotationally fixed manner. It is possible to substitute
one dual-acting coupling device with two single-acting coupling devices
or vice versa.

[0028]It is conceivable that the placement options of the toothed gear
wheels specified can be varied, and even the number of the toothed gear
wheels and the number of coupling devices can be modified in order to
realize additional power-shiftable or non-power shiftable gears, and to
achieve a reduction in the construction space as well as components used
in the double clutch transmission proposed. In particular, fixed gears of
double gear planes can be split in two fixed gears for two single gear
planes. Step changes can be improved as a result of doing so. Moreover,
it is possible to exchange the countershafts. The subtransmissions can
also be exchanged, i.e. reflected around a vertical axis. In the process,
the hollow shaft and solid shafts are exchanged. As a result of this it
is possible, for example, to place the smallest gear on the solid shaft
in order to further optimize utilization of the construction space.
Moreover, adjacent gear planes can be swapped to optimize bending of a
shaft and/or to optimize the connection of a shift actuating system. In
addition, the respective position of placement of the coupling device on
the gear plane can be varied. Furthermore, even the actuation direction
of the coupling devices can be modified.

[0029]The gear numbers used here have been defined as desired. It is also
possible to include a crawler gear and/or an overdrive gear in order to
improve the terrain handling characteristics or the acceleration response
of a vehicle. Moreover, a first gear can be omitted in order to optimize
the totality of the step changes in a better manner. The numbering of the
gears with such measures then varies accordingly in a meaningful way.

[0030]Regardless of the respective embodiments of the double clutch
transmission, the drive shaft and the output shaft can be placed
preferably so that they are not coaxial to one another, which helps to
realize an arrangement that particularly conserves construction space.
The shafts placed spatially behind one another can also be slightly
displaced with respect to one another. With this arrangement, it possible
to realize a direct gear with transmission ratio of one with the engaging
teeth, and can be placed in a beneficial way relatively easily on the
sixth to the ninth gear. It is also possible to conceive other
arrangement options of the drive shaft and the output shaft.

[0031]It is preferable to provide the proposed double clutch transmission
with an integrated output stage. The output stage can consist of a fixed
gear on the output shaft, which engages with a first output gear designed
as a shiftable constant pinion of the first countershaft as well as with
a second output gear designed as a shiftable or non-shiftable constant
pinion of the second countershaft. Thus, in this manner, at least one of
the output gears is formed as a shiftable gear. To shift the output gear,
for example, a coupling device can be assigned to at least one output
gear, which releases the connection between the countershaft assigned to
it and the power take-off gear, when it is in the disengaged condition,
in order to shift winding path gears.

[0032]The lower forward gears and the reverse gears can be shifted with
the help of a start-up clutch or a shifting clutch in a beneficial
manner, in order to concentrate higher loads on this clutch, and thus be
able to design the second clutch so that it demands less construction
space and is more cost-effective. In particular, the gear planes in the
double clutch transmission can be arranged in such a manner that the
vehicle can be driven via both the inner transmission input shaft and the
outer transmission shaft and, thus, via the more suitable clutch, which
is also enabled with a double clutch that is designed concentrically and
radially nested. For this purpose, the gear planes can be positioned with
lateral symmetry or swapped correspondingly.

[0033]Regardless of the respective variant of the embodiment, the gear
planes foreseen for the double clutch transmission can be swapped, for
example.

BRIEF DESCRIPTION OF THE DRAWINGS

[0034]The following sections enumerate the present patent design on the
basis of the drawings furnished. The illustrations include:

[0035]FIG. 1A schematic view of a 1st variant of the embodiment of an
eight-gear double clutch transmission according to the invention;

[0036]FIG. 2 A shift diagram of the 1st variant of the embodiment as
per FIG. 1;

[0037]FIG. 3 A schematic view of a 2nd variant of the embodiment of
an eight-gear double clutch transmission according to the invention;

[0038]FIG. 4 A shift diagram of the 2nd variant of the embodiment as
per FIG. 3;

[0039]FIG. 5 A schematic view of a 3rd variant of the embodiment of
an eight-gear double clutch transmission according to the invention;

[0040]FIG. 6 A shift diagram of the 3rd variant of the embodiment as
per FIG. 5;

[0041]FIG. 7 A schematic view of a 4th variant of the embodiment of
an eight-gear double clutch transmission according to the invention;

[0042]FIG. 8 A shift diagram of the 4th variant of the embodiment as
per FIG. 7;

[0043]FIG. 9 A schematic view of a 5th variant of the embodiment of
an eight-gear double clutch transmission according to the invention;

[0044]FIG. 10 A shift diagram of the 5th variant of the embodiment as
per FIG. 9;

[0045]FIG. 11 A schematic view of a 6th variant of the embodiment of
an eight-gear double clutch transmission according to the invention;

[0046]FIG. 12 A shift diagram of the 6th variant of the embodiment as
per FIG. 11;

[0047]FIG. 13 A schematic view of a 7th variant of the embodiment of
an eight-gear double clutch transmission according to the invention;

[0048]FIG. 14 A shift diagram of the 7th variant of the embodiment as
per FIG. 13;

[0049]FIG. 15 A schematic view of an 8th variant of the embodiment of
an eight-gear double clutch transmission according to the invention;

[0050]FIG. 16 A shift diagram of the 8th variant of the embodiment as
per FIG. 15;

[0051]FIG. 17 A schematic view of a 9th variant of the embodiment of
an eight-gear double clutch transmission according to the invention;

[0052]FIG. 18 A shift diagram of the 9th variant of the embodiment as
per FIG. 17;

[0053]FIG. 19 A schematic view of a 10th variant of the embodiment of
an eight-gear double clutch transmission according to the invention;

[0054]FIG. 20 A shift diagram of the 10th variant of the embodiment
as per FIG. 19;

[0055]FIG. 21 A schematic view of an 11th variant of the embodiment
of an eight-gear double clutch transmission according to the invention;

[0056]FIG. 22 A shift diagram of the 11th variant of the embodiment
as per FIG. 21;

[0057]FIG. 23 A schematic view of a 12th variant of the embodiment of
an eight-gear double clutch transmission according to the invention;

[0058]FIG. 24 A shift diagram of the 12th variant of the embodiment
as per FIG. 23;

[0059]FIG. 25 A schematic view of a 13th variant of the embodiment of
an eight-gear double clutch transmission according to the invention;

[0060]FIG. 26 A shift diagram of the 13th variant of the embodiment
as per FIG. 25;

[0061]FIG. 27 A schematic view of a 14th variant of the embodiment of
an eight-gear double clutch transmission according to the invention;

[0062]FIG. 28 A shift diagram of the 14th variant of the embodiment
as per FIG. 27;

[0063]FIG. 29 A schematic view of a 15th variant of the embodiment of
an eight-gear double clutch transmission according to the invention;

[0064]FIG. 30 A shift diagram of the 15th variant of the embodiment
as per FIG. 29;

[0065]FIG. 31 A schematic view of a 16th variant of the embodiment of
an eight-gear double clutch transmission according to the invention;

[0066]FIG. 32 A shift diagram of the 16th variant of the embodiment
as per FIG. 31;

[0067]FIG. 33 A schematic view of a 17th variant of the embodiment of
an eight-gear double clutch transmission according to the invention;

[0068]FIG. 34 A shift diagram of the 17th variant of the embodiment
as per FIG. 33;

[0069]FIG. 35 A schematic view of an 18th variant of the embodiment
of an eight-gear double clutch transmission according to the invention;

[0070]FIG. 36 A shift diagram of the 18th variant of the embodiment
as per FIG. 35;

[0072]The eight-gear double clutch transmission includes two clutches, K1,
K2, whose input sides are connected with a drive shaft, w_an, and whose
output sides are connected respectively with one of two transmission
input shafts, w_k1, w_k2 that are placed coaxially to one another. In
addition, a torsion vibration damper 19 can be placed on the drive shaft,
w_an. Furthermore, two countershafts, w_v1, w_v2 have been provided; on
which toothed gearwheels have been mounted so that they can rotate as
idler gears 8, 9, 10, 11, 12, 13, 14, 15. Toothed gearwheels are placed
in a rotationally fixed manner as fixed gears 1, 2, 3, 4, 5, 6, 7 on both
the transmission input shafts, w_k1, w_k2, such that they engage with at
least some of the idler gears 8, 9, 10, 11, 12, 13, 14, 15.

[0073]In order to connect the idler gears 8, 9, 10, 11, 12, 13, 14, 15
with the respective countershaft, w_v1, w_v2, multiple coupling devices,
A, B, C, D, E, F, G, H have been provided on the countershafts w_v1,
w_v2. In addition, one constant pinion output gear 17, 18 has been placed
on each of the countershafts, w_v1, w_v2, with the output gears being
coupled respectively with gearing of one fixed gear 16 of an output shaft
w_ab by way of a corresponding output stage i_ab_1, i_ab_2 that assigned
to the output gears 17, 18.

[0074]Apart from the coupling devices A, B, C, D, E, F, G, H, which, in
the active condition, realize a rotationally fixed connection between one
toothed gearwheel and the countershaft assigned w_v1, w_v2 a winding path
gear coupling device S_ab1 of the output stage i_ab1 is assigned to the
first countershaft w_v1. When the coupling device S_ab1 is disengaged,
the rotationally fixed connection between the output gear 17, and the
first countershaft w_v1 can be released. It is possible, that
additionally, another winding path gear coupling device S_ab2 is assigned
to the second countershaft w_v2 of the output stage i_ab2 or to the
output gear 18. In the double clutch transmission, at least one winding
path gear shift element I, K can be provided for rotationally fixed
connection of two toothed gearwheels of one of the countershafts w_v1,
w_v2 so that at least one winding path gear can be realized with the help
of the active shift elements I, K.

[0075]In accordance with the patent, there are maximum seven gear planes,
8-1, 8-12, 9-2, 9-13, 3-13, 10-3, 4-14, 10-4, 10-14, 11-4, 5-14, 11-5,
11-6, 5-15, 6-15, 11-15 foreseen, whereby, for each variant of the
embodiment at least one dual gear plane, 8-12, 9-13, 10-14, 11-15 is
provided, so that the winding path gears can be shifted when the coupling
device S_ab1 is disengaged, and via at least one of the active shift
elements I, K. A claw or equivalent can be used as the shift element I, K
respectively for connecting two gears.

[0076]The shift element K if provided, is placed on the second
countershaft w_v2 to connect the idler gear 13 with the idler gear 14
when the shift element K is engaged. The shift element I if provided, is
placed on the first countershaft w_v1 to connect the idler gear 9 with
the idler gear 10 when the shift element I is engaged.

[0077]In the case of the first and ninth variants of the embodiment in
accordance with the FIGS. 1 and 17, with the first gear plane 8-12 being
a dual gear plane, the fixed gear 1 of the second transmission input
shaft w_k2 engages with both the idler gear 12 of the second countershaft
w_v2 and with the idler gear 8 of the first countershaft w_v1. In the
second gear plane 9-13, which is a dual gear plane, the fixed gear 2 of
the second transmission input shaft w_k2 engages with both the idler gear
9 of the first countershaft w_v1 and with the idler gear 13 of the second
countershaft w_v2. In the case of the third gear plane 10-3 as a single
gear plane, the fixed gear 3 of the first transmission input shaft
engages with the idler gear 10 of the first countershaft w_v1. In the
case of the fourth gear plane 4-14 designed as a single gear plane, the
fixed gear 4 of the first transmission input shaft w_k1 engages with the
idler gear 14 of the second countershaft w_v2. Finally, in the case of
the fifth gear plane 11-15, which is a dual gear plane, the fixed gear 5
of the first transmission input shaft w_k1 engages with both the idler
gear 15 of the second countershaft w_v2 and an intermediate gear ZR on an
intermediate shaft w_zw for reversal of rotation with reverse gear
transmission ratios. The intermediate gear ZR in turn, engages with the
idler gear 11 of the first countershaft w_v1.

[0078]In accordance with the 2nd, 15th and 17th variants of
the embodiment as illustrated in the FIGS. 3, 29 and 33, the fixed gear 1
of the second transmission input shaft w_k1 in the first gear plane 8-12
which is a dual gear plane, engages with both the idler gear 12 of the
second countershaft w_v2 and with the intermediate gear ZR on the
intermediate shaft w_zw for reversal of rotation for reverse gear
transmission ratios, whereby the intermediate gear ZR engages with the
idler gear 8 of the first countershaft w_v1. It is only in the case of
the seventeenth variant of the embodiment that the fixed gear 1 engages
directly with the idler gear 8 of the first countershaft w_v1. In the
second gear plane 9-2, which is a single gear plane, the fixed gear 2 of
the second transmission input shaft w_k2 is engaged with the idler gear 9
of the first countershaft w_v1. In the case of the third gear plane 3-13,
which is a single gear plane, the fixed gear 3 of the second transmission
input shaft engages with the idler gear 13 of the second countershaft
w_v2. In the fourth gear plane 10-4 in the case of the 2nd and
15th variant of the embodiment, the fixed gear 4 of the first
transmission input shaft w_k1 engages with the idler gear 10 of the first
countershaft w_v1. In the 17th variant of the embodiment, in the
fourth gear plane 10-14, which is a dual gear plane, the fixed gear 4
engages with both the idler gear 14 of the second countershaft w_v2 and
the intermediate gear ZR on the intermediate shaft w_zw whereby the
intermediate gear ZR engages with the idler gear 10 of the first
countershaft w_v1. Furthermore, in the 17th variant of the
embodiment, in the fifth gear plane 11-5, which is a single gear plane,
the fixed gear 5 of the first transmission input shaft w_k1 engages with
the idler gear 11 of the first countershaft w_v1. In the case of the
sixth gear plane 6-15 designed as a single gear plane, the fixed gear 6
of the first transmission input shaft w_k1 engages with the idler gear 15
of the second countershaft w_v2.

[0079]In contrast, in the fifth gear plane 5-14 which is a single gear
plane in the case of the second and 15th variant of the embodiment,
the fixed gear 5 of the first transmission input shaft w_k1 engages with
the idler gear 14 of the second countershaft w_v2. In the case of the
sixth gear plane 11-6 as a single gear plane, the fixed gear 6 of the
first transmission input shaft w_k1 engages with the idler gear 11 of the
first countershaft w_v1. In addition, in the case of the 15th
variant of the embodiment, in the seventh gear plane 7-15, which is a
single gear plane, the fixed gear 7 of the first transmission input shaft
w_k1 engages with the idler gear 15 of the second countershaft w_v2.

[0080]In the third, fifth, 11th and 18th variants of the
embodiment, as illustrated in the FIGS. 5, 9, 21 and 35, in the first
gear plane 8-12, which is a dual gear plane, the fixed gear 1 of the
second transmission input shaft w_k2 engages with both the idler gear 8
of the first countershaft w_v1 and the idler gear 12 of the second
countershaft w_v2. In the second gear plane 9-13 which is a dual gear
plane, the fixed gear 2 of the second transmission input shaft w_k2
engages with both the idler gear 9 of the first countershaft w_v1 and
with the intermediate gear ZR for reversal of rotation for the reverse
gear transmission ratios, whereby the intermediate gear ZR in turn,
engages with the idler gear 13 of the second countershaft w_v2. In the
case of the 5th and 18th variants of the embodiment, in the
third gear plane 10-14, which is a dual gear plane, the fixed gear 3 of
the first transmission input shaft w_k1 engages with both the idler gear
10 of the first countershaft w_v1 and the idler gear 14 of the second
countershaft w_v2. In the case of the fourth gear plane 11-4 as a single
gear plane, the fixed gear 4 of the first transmission input shaft w_k1
engages with the idler gear 11 of the first countershaft w_v1. In
addition, in the case of the 18th variant of the embodiment, in the
fifth gear plane 5-15, which is a single gear plane, the fixed gear 5 of
the first transmission input shaft w_k1 engages with the idler gear 15 of
the second countershaft w_v2. In the 3rd and 11th variants of
the embodiment, in the third gear plane 10-3, which is a single gear
plane, the fixed gear 3 of the first transmission input shaft w_k1
engages with the idler gear 10 of the first countershaft w_v1. In the
case of the fourth gear plane 4-14 designed as a single gear plane, the
fixed gear 4 engages with the idler gear 14 of the second countershaft
w_v2. In the 3rd variant of the embodiment, in the fifth gear plane
11-5, which is a single gear plane, the fixed gear 5 of the first
transmission input shaft w_k1 engages with the idler gear 11 of the first
countershaft w_v1. In the case of the 11th variant of the
embodiment, in the fifth gear plane 11-15, which is a dual gear plane,
the fixed gear 5 of the first transmission input shaft w_k1 engages with
both the idler gear 11 of the first countershaft w_v1 and the idler gear
15 of the second countershaft w_v2.

[0081]In accordance with the 4th, 7th, 12th and 16th
variants of the embodiment as illustrated in the FIGS. 7, 13, 23 and 31,
the fixed gear 1 of the second transmission input shaft w_k1 in the first
gear plane 8-12, which is a dual gear plane, engages with both the idler
gear 12 of the second countershaft w_v2 and with the intermediate gear ZR
for reversal of rotation for reverse gear transmission ratios, whereby
the intermediate gear ZR engages with the idler gear 8 of the first
countershaft w_v1. In the second gear plane 9-13 as a dual gear plane,
the fixed gear 2 of the second transmission input shaft w_k2 engages with
both the idler gear 9 of the first countershaft w_v1 and the idler gear
13 of the second countershaft w_v2. In the fourth and seventh variants of
the embodiment, in the third gear plane, which is a single gear plane,
the fixed gear 3 of the first transmission input shaft w_k1 engages with
the idler gear 10 of the first countershaft w_v1. In the case of the
fourth gear plane 4-14 as a single gear plane, the fixed gear 4 of the
first transmission input shaft w_k1 engages with the idler gear 14 of the
second countershaft w_v2. In the case of the seventh variant of the
embodiment, in the fifth gear plane 11-15, which is a dual gear plane,
the fixed gear 5 of the first transmission input shaft w_k1 engages with
both the idler gear 11 of the first countershaft w_v1 and the idler gear
15 of the second countershaft w_v2. In the 4th variant of the
embodiment, in the fifth gear plane 11-5, which is a single gear plane,
the fixed gear 5 of the first transmission input shaft w_k1 engages with
the idler gear 11 of the first countershaft w_v1. In the case of the
sixth gear plane 6-15 designed as a single gear plane, the fixed gear 6
of the first transmission input shaft w_k1 engages with the idler gear 15
of the second countershaft w_v2. In the case of the 12th variant of
the embodiment, in the third gear plane 10-14, which is a dual gear
plane, the fixed gear 3 of the first transmission input shaft w_k1
engages with both the idler gear 10 of the first countershaft w_v1 and
the idler gear 14 of the second countershaft w_v2. In the case of the
fourth gear plane 11-4, as a single gear plane, the fixed gear 4 of the
first transmission input shaft w_k1 engages with the idler gear 11 of the
first countershaft w_v1. In the case of the fifth gear plane 5-15 as a
single gear plane, the fixed gear 5 of the first transmission input shaft
w_k1 engages with the idler gear 15 of the second countershaft w_v2. In
the 16th variant of the embodiment, in the third gear plane 4-14,
which is a single gear plane, the fixed gear 4 of the first transmission
input shaft w_k1 engages with the idler gear 14 of the second
countershaft w_v2. In the case of the fourth gear plane 11-5 designed as
a single gear plane, the fixed gear 5 of the first transmission input
shaft w_k1 engages with the idler gear 11 of the first countershaft w_v1.
Finally, In the case of the fifth gear plane 6-15 designed as a single
gear plane, the fixed gear 6 of the first transmission input shaft w_k1
engages with the idler gear 15 of the second countershaft w_v2.

[0082]In the 6th, 10th and 13th variants of the embodiment,
as illustrated in the FIGS. 11, 19 and 25, in the first gear plane 8-12,
which is a double gear plane, the fixed gear 1 of the second transmission
input shaft w_k1 engages with both the idler gear 8 of the first
countershaft w_v1 and the idler gear 12 of the second countershaft w_v2.
In the second gear plane 9-13 which is a dual gear plane, the fixed gear
2 engages with both the idler gear 13 of the second countershaft w_v2 and
with the intermediate gear ZR for reversal of rotation for the reverse
gear transmission rations, whereby the intermediate gear ZR engages with
the idler gear 9 of the first countershaft w_v1. In the sixth variant of
the embodiment, in the third gear plane 10-3, which is a single gear
plane, the fixed gear 3 of the first transmission input shaft w_k1
engages with the idler gear 10 of the first countershaft w_v1. In the
case of the fourth gear plane 4-14 as a single gear plane, the fixed gear
4 of the first transmission input shaft w_k1 engages with the idler gear
14 of the second countershaft w_v2. In the fifth gear plane 11-15, which
is a dual gear plane, the fixed gear 5 of the first transmission input
shaft w_k1 engages with both the idler gear 11 of the first countershaft
w_v1 and the idler gear 15 of the second countershaft w_v2. In the case
of the 10th and 13th variants of the embodiment, in the third
gear plane 10-14, which is a dual gear plane, the fixed gear 3 of the
first transmission input shaft w_k1 engages with both the idler gear 10
of the first countershaft w_v1 and the idler gear 14 of the second
countershaft w_v2. In the 10th variant of the embodiment, in the
fourth gear plane 11-4, which is a single gear plane, the fixed gear 4 of
the first transmission input shaft w_k1 engages with the idler gear 11 of
the first countershaft w_v1 whereby, in the fifth gear plane 5-15, which
is a single gear plane, the fixed gear 5 of the first transmission input
shaft w_k1 engages with the idler gear 15 of the second countershaft
w_v2. In the case of the 13th variant of the embodiment, in the
fourth gear plane 11-15, which is a dual gear plane, the fixed gear 4 of
the first transmission input shaft w_k1 engages with both the idler gear
11 of the first countershaft w_v1 and the idler gear 15 of the second
countershaft w_v2.

[0083]In the case of the 8th variant of the embodiment as illustrated
in FIG. 15, in the first gear plane 8-12, which is a dual gear plane, the
fixed gear 1 of the second transmission input shaft w_k2 engages with the
idler gear 8 of the first countershaft w_v1 and with the intermediate
gear ZR for reversal of rotation for the reverse gear transmission
ratios, whereby the intermediate gear ZR engages with the idler gear 12
of the second countershaft w_v2. In the second gear plane 9-13 designed
as a dual gear plane, the fixed gear 2 of the second transmission input
shaft w_k2 engages with both the idler gear 9 of the first countershaft
w_v1 and the idler gear 13 of the second countershaft w_v2. In the third
gear plane 10-14, which is a dual gear plane, the fixed gear 3 of the
first transmission input shaft w_k1 engages with both the idler gear 10
of the first countershaft w_v1 and the idler gear 14 of the second
countershaft w_v2. In the fourth gear plane 11-4, which is a single gear
plane, the fixed gear 4 of the first transmission input shaft w_k1
engages with the idler gear 11 of the first countershaft w_v1. In the
case of the fifth gear plane 5-15 designed as a single gear plane, the
fixed gear 5 of the first transmission input shaft w_k1 engages with the
idler gear 15 of the second countershaft w_v2.

[0084]In the 14th variant of the embodiment as illustrated in FIG.
27, in the first gear plane 8-1, which is a single gear plane, the fixed
gear 1 of the second transmission input shaft w_k2 engages with the idler
gear 8 of the first countershaft w_v1. In the second gear plane 9-13
designed as a dual gear plane the fixed gear 2 of the second transmission
input shaft w_k2 engages with both the idler gear 9 of the first
countershaft w_v1 and the idler gear 13 of the second countershaft w_v2.
In the third gear plane 10-14 designed as a dual gear plane, the fixed
gear 3 of the first transmission input shaft w_k1 engages with both the
idler gear 10 of the first countershaft w_v1 and the idler gear 14 of the
second countershaft w_v2. Finally, the fixed gear 4 of the first
transmission input shaft w_k1 in the fourth gear plane 11-15, which is a
dual gear plane, engages with both the idler gear 15 of the second
countershaft w_v2 and the intermediate gear ZR for reversal of rotation
for the reverse gear transmission ratios, whereby the intermediate gear
ZR engages with the idler gear 11 of the first countershaft w_v1.

[0085]In the case of the 2nd, 3rd and 5th as well as
7th to 15th and the 17th and 18th variants of the
embodiment as illustrated in the FIGS. 3, 5 and 9, as well as 13 to 30
and 33 to 36, there are two dual-acting coupling devices A-B and C-D
provided respectively on the first countershaft w_v1 whereby the coupling
devices A-B and C-D are arranged in such a manner that the engaged
coupling device A connects the idler gear 8, the engaged coupling device
B connects the idler gear 9, the engaged coupling device C connects the
idler gear 10 and the engaged coupling device D connects the idler gear
11 respectively and rigidly with the countershaft w_v1

[0086]In the case of the 7th to 13th and 15th variants of
the embodiment as illustrated in the FIGS. 13 to 26 and 29, there are two
dual-acting coupling devices E-F and G-H assigned respectively to the
second countershaft w_v2 whereby the coupling devices E-F and G-H have
been arranged in such a manner that the engaged coupling device E
connects the idler gear 12, the engaged coupling device F connects the
idler gear 13, the engaged coupling device G connects the idler gear 14
and the engaged coupling device H connects the idler gear 15 respectively
and rigidly with the second countershaft w_v2.

[0087]In the case of the 3rd and 5th variants of the embodiment
as illustrated in the FIGS. 5 and 9, two single-acting coupling devices E
and G are assigned to the second countershaft w_v2 whereby the coupling
devices E and G are arranged in such a manner that the engaged coupling
device E connects the idler gear 12 and the engaged coupling device G
connects the idler gear 14 respectively and rigidly with the second
countershaft w_v2.

[0088]In the case of the 17th and 18th variants of the
embodiment as illustrated in the FIGS. 33 to 36, one single-acting
coupling device E and one dual-acting coupling device G-H are assigned
respectively to the second countershaft w_v2, whereby the coupling
devices E and G-H are arranged in such a manner that the engaged coupling
device E connects the idler gear 12 and the engaged coupling device G
connects the idler gear 14 with the engaged coupling device H and
connects idler gear 15 respectively and rigidly with the second
countershaft w_v2.

[0089]In the case of the 2nd variant of the embodiment as illustrated
in FIG. 3, one dual-acting coupling device E-F and one single-acting
coupling device G are assigned respectively to the second countershaft
w_v2, whereby the coupling devices E-F and G are arranged in such a
manner that the engaged coupling device E connects the idler gear 12, the
engaged coupling device F connects the idler gear 13 and the engaged
coupling device G connects the idler gear 14 respectively and rigidly
with the second countershaft w_v2.

[0090]In the case of the 14th variant of the embodiment as
illustrated in FIG. 27, one dual-acting coupling device G-H and one
single-acting coupling device F is assigned to the second countershaft
w_v2 whereby the coupling devices G-H and F are arranged in such a manner
that the engaged coupling device F connects the idler gear 13, the
engaged coupling device G connects the idler gear 14 and the engaged
coupling device H connects the idler gear 15 respectively and rigidly
with the second countershaft w_v2.

[0091]In the case of the 1st and 6th variants of the embodiment
as illustrated in the FIGS. 1 to 11, one single-acting coupling device A
and one dual-acting coupling device C-D are assigned respectively to the
first countershaft w_v1, whereby the coupling devices A and C-D are
arranged in such a manner that the engaged coupling device A connects the
idler gear 8, the engaged coupling device C connects the idler gear 10
and the engaged coupling device D connects the idler gear 11 respectively
and rigidly with the first countershaft w_v1. Furthermore, two
dual-acting coupling devices E-F and G-H are assigned to the second
countershaft w_v2, whereby the coupling devices E-F and G-H have been
arranged in such a manner that the engaged coupling device E connects the
idler gear 12, the engaged coupling device F connects the idler gear 13,
the engaged coupling device G connects the idler gear 14 and the engaged
coupling device H connects the idler gear 15 respectively and rigidly
with the second countershaft w_v2.

[0092]Finally, in the case of the 4th and 16th variants of the
embodiment as illustrated in the FIGS. 7 and 31, one dual-acting coupling
device A-B and one single-acting coupling device D are assigned
respectively to the first countershaft w_v1, whereby the coupling devices
A-B and D are arranged in such a manner that the engaged coupling device
A connects the idler gear 8, the engaged coupling device B connects the
idler gear 9 and the engaged coupling device D connects the idler gear 11
respectively and rigidly with the first countershaft w_v1. Furthermore,
two dual-acting coupling devices E-F and G-H are assigned respectively to
the second countershaft w_v2, whereby the coupling devices E-F and G-H
have been arranged in such a manner that the engaged coupling device E
connects the idler gear 12, the engaged coupling device F connects the
idler gear 13, the engaged coupling device G connects the idler gear 14
and the engaged coupling device H connects the idler gear 15 respectively
and rigidly with the second countershaft w_v2.

[0093]Regardless of the respective variant of the embodiment, the
inventive double clutch transmission is foreseen to have an integrated
output stage with the output gear 17 and the output gear 18. The output
gear 17 and the output gear 18 engage respectively with one fixed gear 16
of the output shaft w_ab. It is preferable to realize at least one
shiftable connection between the output gear 17 and the associated
countershaft w_v1 by means of the shiftable coupling device S_ab1.

[0094]Furthermore, with the inventive double clutch transmission, it is
possible that the at least the forward gears G1 to G7 can be designed
such that they are power shiftable. Depending on the variant of the
embodiment, in addition to the eighth forward gear G8, reverse gears
and/or crawler gears and/or overdrive gears, for example, also as winding
path gears can be designed to be power shiftable. The details for each of
the variants of the embodiment are illustrated in the shift diagrams
described in the following.

[0095]An exemplary shift diagram for the 1st variant of the
embodiment of the eight-gear double clutch transmission depicted in FIG.
1 is illustrated in the table shown in FIG. 2.

[0096]It can be seen from the shift diagram that the first forward gear G1
can be shifted via the first clutch K1 and via the engaged coupling
device E, as a winding path gear via the engaged shift element K, that
the second forward gear G2 can be shifted via the second clutch K2 and
via the engaged coupling device E, that the third forward gear G3 can be
shifted via the first clutch K1 and via the engaged coupling device G,
that the fourth forward gear G4 can be shifted via the second clutch K2
and via the engaged coupling device F, that the fifth forward gear G5 can
be shifted via the first clutch K1 and via the engaged coupling device H,
that the sixth forward gear G6 can be shifted via the second clutch K2
and via the engaged coupling device A, and that the seventh forward gear
G7 can be shifted via the first clutch K1 and via the engaged coupling
device C. Thus, in this manner, at least the first seven forward gears
G1-G7 can be designed to be power shiftable. Furthermore, the eighth
forward gear G8 can be shifted via the second clutch K2 and via the
engaged coupling device H as a winding path gear via the engaged shift
element I.

[0097]Over and above this, with the 1st variant of the embodiment,
one reverse gear R1 can be shifted via the second clutch K2, via the
engaged coupling device A, via the engaged coupling device D and via the
engaged coupling device G, as a winding path gear when the coupling
device S_ab1 is disengaged. In addition, one reverse gear R2 can be
shifted via the second clutch K2, via the engaged coupling device A, via
the engaged coupling device D and via the engaged coupling device H, as a
winding path gear when the coupling device S_ab1 is disengaged.

[0098]Finally, one overdrive gear O1 can be shifted via the second clutch
K2 and via the engaged coupling device C, as well as via the engaged
shift element K as a winding path gear and/or an overdrive gear O2 can be
shifted via the first clutch K1, via the engaged coupling device A, via
the engaged coupling device E and via the engaged coupling device H, as
well as shifted as a winding path gear when the coupling device S_ab2 is
disengaged.

[0099]An exemplary shift diagram for the 2nd variant of the
embodiment of the eight-gear double clutch transmission depicted in FIG.
3 is illustrated in the table shown in FIG. 4.

[0100]It can be seen from the shift diagram that the first forward gear G1
can be shifted via the first clutch K1 and via the engaged coupling
device B, as well as via the engaged shift element K as a winding path
gear, that the second forward gear G2 can be shifted via the second
clutch K2 and via the engaged coupling device B, that the third forward
gear G3 can be shifted via the first clutch K1 and via the engaged
coupling device G that the fourth forward gear G4 can be shifted via the
second clutch K2 and via the engaged coupling device F, that the fifth
forward gear G5 can be shifted via the first clutch K1 and via the
engaged coupling device C that the sixth forward gear G6 can be shifted
via the second clutch K2 and via the engaged coupling device E, and that
the seventh forward gear G7 can be shifted via the first clutch K1 and
via the engaged coupling device D. Thus, in this manner, at least the
first seven forward gears G1-G7 can be designed as being power shiftable.
Over and above this, the eighth forward gear G8 can be shifted via the
first clutch K1 and via the engaged coupling device F as well as via the
engaged shift element I as a winding path gear.

[0101]Moreover, for example, one reverse gear R1 can be shifted via the
second clutch K2, via the engaged coupling device A, via the engaged
coupling device D and via the engaged coupling device G, as well as when
the coupling device S_ab1 is disengaged and/or one reverse gear R2 can be
shifted via the first clutch K1, via the engaged coupling device A, via
the engaged coupling device E and via the engaged coupling device G, as a
winding path gear when the coupling device S_ab2 is disengaged, and/or
one reverse gear R3 can be shifted via the first clutch K1 and via the
engaged coupling device H.

[0102]Furthermore, one crawler gear C1 can be shifted via the second
clutch K2 and via the engaged coupling device G as a winding path gear
via the engaged shift element I, and/or one crawler gear C2 can be
shifted via the second clutch K2, via the engaged coupling device B, via
the engaged coupling device D, and via the engaged coupling device G as a
winding path gear when the coupling device S_ab1 is disengaged, and/or
one crawler gear C3 can be shifted via the first clutch K1, via the
engaged coupling device B, via the engaged coupling device E and via the
engaged coupling device G, as a winding path gear when the coupling
device S_ab2 is disengaged.

[0103]Finally, even one overdrive gear O1 can be shifted via the second
clutch K2 and via the engaged coupling device D as a winding path gear
via the engaged shift element K, and/or one overdrive gear O2 can be
shifted via the second clutch K2, via the engaged coupling device C, via
the engaged coupling device E and via the engaged coupling device G as a
winding path gear when the coupling device S_ab2 is disengaged, and/or
one overdrive gear O3 can be shifted via the second clutch K2, via the
engaged coupling device D, via the engaged coupling device E and via the
engaged coupling device G as a winding path gear when the coupling device
S_ab2 is disengaged, and/or an overdrive gear O4 via the first clutch K1
and via the engaged coupling device E as well as via the engaged shift
element I as a winding path gear and/or an overdrive gear O5 via the
first clutch K1, via the engaged coupling device B, via the engaged
coupling device D and via the coupling device E as a winding path gear
when the coupling device S_ab1 is disengaged, and/or an overdrive gear O6
via the first clutch K1, via the engaged coupling device B, via the
engaged coupling device D and via the engaged coupling device F, as a
winding path gear when the coupling device S_ab1 is disengaged.

[0104]An exemplary shift diagram for the 3rd variant of the
embodiment of the eight-gear double clutch transmission depicted in FIG.
5 is illustrated in the table shown in FIG. 6.

[0105]It can be seen from the shift diagram that the first forward gear G1
can be shifted via the first clutch K1 and via the engaged coupling
device A, as a winding path gear via the engaged shift element I, that
the second forward gear G2 can be shifted via the second clutch K2 and
via the engaged coupling device A, that the third forward gear G3 can be
shifted via the first clutch K1 and via the engaged coupling device C,
that the fourth forward gear G4 can be shifted via the second clutch K2
and via the engaged coupling device B, that the fifth forward gear G5 can
be shifted via the first clutch K1 and via the engaged coupling device D,
that the sixth forward gear G6 can be shifted via the second clutch K2
and via the engaged coupling device E, and that the seventh forward gear
G7 can be shifted via the first clutch K1 and via the engaged coupling
device G. Thus, in this manner, at least the first seven forward gears
can be designed to be power shiftable. Furthermore, the eighth forward
gear G8 can be shifted via the first clutch K1, via the engaged coupling
device A, via the engaged coupling device C and via the engaged coupling
device E, as a winding path gear when the coupling device S_ab1 is
disengaged.

[0106]Over and above this, one reverse gear R1 can be shifted via the fist
clutch K1 and via the engaged coupling device A as a winding path gear
via the engaged shift element K, and/or one reverse gear R2 can be
shifted via the second clutch K2, via the engaged coupling device C, via
the engaged coupling device E and via the engaged coupling device H as a
winding path gear when the coupling device S_ab2 is disengaged, and/or
one reverse gear R3 can be shifted via the second clutch K2, via the
engaged coupling device D, via the engaged coupling device E and via the
engaged coupling device H as a winding path gear when the coupling device
S_ab2 is disengaged.

[0107]In addition, for example, in the case of the third variant of the
embodiment, one overdrive gear O1 can be shifted via the second clutch K2
and via the engaged coupling device G, as a winding path gear via the
engaged shift element I, and/or an overdrive gear O2 can be shifted via
the first clutch K1, via the engaged coupling device A, via the engaged
coupling device D and via the engaged coupling device E as a winding path
gear when the coupling device S_ab1 is disengaged.

[0108]An example shift diagram for the 4th variant of the embodiment
of the eight-gear double clutch transmission depicted in FIG. 7 is
illustrated in the table shown in FIG. 8.

[0109]It can be seen from the shift diagram that the first forward gear G1
can be shifted via the first clutch K1 and via the engaged coupling
device E, as a winding path gear via the engaged shift element K, that
the second forward gear G2 can be shifted via the second clutch K2 and
via the engaged coupling device E, that the third forward gear G3 can be
shifted via the first clutch K1 and via the engaged coupling device G,
that the fourth forward gear G4 can be shifted via the second clutch K2
and via the engaged coupling device F, that the fifth forward gear G5 can
be shifted via the first clutch K1 and via the engaged coupling device H,
that the sixth forward gear G6 can be shifted via the second clutch K2
and via the engaged coupling device B, and that the seventh forward gear
G7 can be shifted via the first clutch K1 and via the engaged coupling
device D. Thus, in this manner, at least the first seven forward gears
can be designed to be power shiftable. Furthermore, the eighth forward
gear G8 can be shifted via the first clutch K1 and via the engaged
coupling device F as a winding path gear via the engaged shift element I.

[0110]Moreover, for example, one reverse gear R1 can be shifted via the
second clutch K2, via the engaged coupling device A, via the engaged
coupling device C and via the engaged coupling device G as a winding path
gear when the coupling device S_ab1 is disengaged, and/or one reverse
gear R2 via the second clutch K2 via the engaged coupling device A, via
the engaged coupling device C and via the engaged coupling device H, as a
winding path gear when the coupling device S_ab1 is disengaged, and/or
one reverse gear R3 via the second clutch K2, via the engaged coupling
device A, via the engaged coupling device D, and via the engaged coupling
device G, as a winding path gear when the coupling device S_ab1 is
disengaged.

[0111]Over and above this, for example, in the case of the 4th
variant of the embodiment, one overdrive gear O1 can be shifted via the
second clutch K2 and via the engaged coupling device D, as a winding path
gear via the engaged shift element K and/or an overdrive gear O2 can be
shifted via the first clutch K1, via the engaged coupling device B, via
the engaged coupling device E as a winding path gear H when the coupling
device S_ab2 is disengaged.

[0112]An example shift diagram for the 5th variant of the embodiment
of the eight-gear double clutch transmission depicted in FIG. 9 is
illustrated in the table shown in FIG. 10.

[0113]It can be seen from the shift diagram that the first forward gear G1
can be shifted via the first clutch K1 and via the engaged coupling
device A as a winding path gear via the engaged shift element I, that the
second forward gear G2 can be shifted via the second clutch K2 and via
the engaged coupling device A, that the third forward gear G3 can be
shifted via the first clutch K1 and via the engaged coupling device D,
that the fourth forward gear G4 can be shifted via the second clutch K2
and via the engaged coupling device E, that the fifth forward gear G5 can
be shifted via the first clutch K1 and via the engaged coupling device C,
that the sixth forward gear G6 can be shifted via the second clutch K2
and via the engaged coupling device B, and that the seventh forward gear
G7 can be shifted via the first clutch K1 and via the engaged coupling
device G. Thus, in this manner, at least the first seven forward gears
can be designed to be power shiftable. Furthermore, for example, the
eighth forward gear G8 can be shifted via the first clutch K1, via the
engaged coupling device A, via the engaged coupling device C and via the
engaged coupling device E, as a winding path gear when the coupling
device S_ab1 is disengaged.

[0114]In addition, for example, in the case of the 5th variant of the
embodiment, one reverse gear R1 can be shifted via the first clutch K1
and via the engaged coupling device A, as a winding path gear via the
engaged shift element K, and/or one reverse gear R2 can be shifted via
the first clutch K1, via the engaged coupling device A, via the engaged
coupling device F, and via the engaged coupling device H, as a winding
path gear when the coupling device S_ab2 is disengaged.

[0115]Over and above this, for example, a crawler gear C1 can be shifted
via the second clutch K2, via the engaged coupling device D, via the
engaged coupling device E and via the engaged coupling device G, as a
winding path gear when the coupling device S_ab2 is disengaged.

[0116]In addition, in the case of the 5th variant of the embodiment,
one overdrive gear O1 can be shifted via the second clutch K2 and via the
engaged coupling device G as a winding path gear via the engaged shift
element I, and/or one overdrive gear O2 can be shifted via the second
clutch K2, via the engaged coupling device B, via the engaged coupling
device D and via the engaged coupling device G, as a winding path gear
when the coupling device S_ab1 is disengaged, and/or one overdrive gear
O3 can be shifted via the first clutch K1, via the engaged coupling
device B, via the engaged coupling device E and via the engaged coupling
device G, as a winding path gear when the coupling device S_ab2 is
disengaged.

[0117]An example shift diagram for the 6th variant of the embodiment
of the eight-gear double clutch transmission depicted in FIG. 11 is
illustrated in the table shown in FIG. 12.

[0118]It can be seen from the shift diagram that the first forward gear G1
can be shifted via the first clutch K1 and via the engaged coupling
device D, that the second forward gear G2 can be shifted via the second
clutch K2 and via the engaged coupling device A, that the third forward
gear G3 can be shifted via the first clutch K1 and via the engaged
coupling device H, that the fourth forward gear G4 can be shifted via the
second clutch K2 and via the engaged coupling device E, that the fifth
forward gear G5 can be shifted via the first clutch K1 and via the
engaged coupling device C, that the sixth forward gear G6 can be shifted
via the second clutch K2 and via the engaged coupling device F, and that
the seventh forward gear G7 can be shifted via the first clutch K1 and
via the engaged coupling device G. Thus, in this manner, at least the
first seven forward gears can be designed to be power shiftable.
Furthermore, the eighth forward gear G8 can be shifted via the first
clutch K1, via the engaged coupling device A, via the engaged coupling
device C and via the engaged coupling device E, as a winding path gear
when the coupling device S_ab1 is disengaged.

[0119]In addition, for example, one reverse gear R1 can be shifted via the
second clutch K2 and via the engaged coupling device D, as a winding path
gear via the engaged shift element I, and/or one reverse gear R2 can be
shifted via the second clutch K2 and via the engaged coupling device H,
as a winding path gear via the engaged shift element I, and/or one
reverse gear R3 via the first clutch K1, via the engaged coupling device
B, via the engaged coupling device F and via the engaged coupling device
H, as a winding path gear when the coupling device S_ab2 is disengaged.

[0120]Over and above this, in the case of the sixth variant of the
embodiment, for example, one crawler gear C1 can be shifted via the
second clutch K2 and via the engaged coupling device D, as a winding path
gear via the engaged shift element K, and/or one crawler gear C2 can be
shifted via the second clutch K2, via the engaged coupling device A, via
the engaged coupling device C and via the engaged coupling device H, as a
winding path gear when the coupling device S_ab1 is disengaged, and/or
one crawler gear C3 via the second clutch K2, via the engaged coupling
device D, via the engaged coupling device E and via the engaged coupling
device G, as a winding path gear when the coupling device S_ab2 is
disengaged, and/or one crawler gear C4 can be shifted via the first
clutch K1, via the engaged coupling device A, via the engaged coupling
device E and via the engaged coupling device H, as a winding path gear
when the coupling device S_ab2 is disengaged, and/or one crawler gear C5
can be shifted via the first clutch K1, via the engaged coupling device
A, via the engaged coupling device F and via the engaged coupling device
H, as a winding path gear when the coupling device S_ab2 is disengaged.

[0121]Moreover, for example, one overdrive gear O1 can be shifted via the
second clutch K2, via the engaged coupling device A, via the engaged
coupling device D and via the engaged coupling device G as a winding path
gear when the coupling device S_ab1 is disengaged, and/or one overdrive
gear O2 can be shifted via the second clutch K2, via the engaged coupling
device C, via the engaged coupling device F and via the engaged coupling
device H, as a winding path gear when the coupling device S_ab2 is
disengaged, and/or one overdrive gear O3 can be shifted via the first
clutch K1, via the engaged coupling device A, via the engaged coupling
device C and via the engaged coupling device F, as a winding path gear
when the coupling device S_ab1 is disengaged.

[0122]In the process, it is particularly beneficial that the reverse gear
R1 can be designed to be power shiftable to the first forward gear (R1
power shiftable to G1). In addition, both the crawler gears C1 and C3 are
power shiftable to the first forward gear (C1, C3 power shiftable to G1).

[0123]An example shift diagram for the 7th variant of the embodiment
of the eight-gear double clutch transmission depicted in FIG. 13 is
illustrated in the table shown in FIG. 14.

[0124]It can be seen from the shift diagram that the first forward gear G1
can be shifted via the first clutch K1 and via the engaged coupling
device F, as a winding path gear via the engaged shift element I, that
the second forward gear G2 can be shifted via the second clutch K2 and
via the engaged coupling device F, that the third forward gear G3 can be
shifted via the first clutch K1 and via the engaged coupling device C,
that the fourth forward gear G4 can be shifted via the second clutch K2
and via the engaged coupling device B, that the fifth forward gear G5 can
be shifted via the first clutch K1 and via the engaged coupling device H,
that the sixth forward gear G6 can be shifted via the second clutch K2
and via the engaged coupling device E, and that the seventh forward gear
G7 can be shifted via the first clutch K1 and via the engaged coupling
device G. Thus, in this manner, at least the first seven forward gears
can be designed to be power shiftable. Furthermore, the eighth forward
gear G8 can be shifted via the first clutch K1 and via the engaged
coupling device D.

[0125]Moreover, one reverse gear R1 can be shifted via the first clutch
K1, via the engaged coupling device A, via the engaged coupling device C
and via the engaged coupling device E, as a winding path gear when the
coupling device S_ab1 is disengaged, and/or one reverse gear R2 can be
shifted via the first clutch K1, via the engaged coupling device A, via
the engaged coupling device C and via the engaged coupling device F, as a
winding path gear when the coupling device S_ab1 is disengaged, and/or
one reverse gear R3 can be shifted via the first clutch K1, via the
engaged coupling device A, via the engaged coupling device D and via the
engaged coupling device F, as a winding path gear when the coupling
device S_ab1 is disengaged.

[0126]Over and above this, in the case of the 7th variant of the
embodiment, one crawler gear C1 can be shifted via the second clutch K2
and via the engaged coupling device C, as a winding path gear via the
engaged shift element K, and/or one crawler gear C2 can be shifted via
the second clutch K2 and via the engaged coupling device H, as a winding
path gear via the engaged shift element K, and/or one crawler gear C3 can
be shifted via the second clutch K2, via the engaged coupling device C,
via the engaged coupling device F and via the engaged coupling device H,
as a winding path gear when the coupling device S_ab2 is disengaged.

[0127]In addition, one overdrive gear O1 can be shifted via the second
clutch K2 and via the engaged coupling device D, as a winding path gear
via the engaged shift element I, and/or one overdrive gear O2 can be
shifted via the second clutch K2 and via the engaged coupling device G,
as a winding path gear via the engaged shift element I, and/or one
overdrive gear O3 can be shifted via the second clutch K2, via the
engaged coupling device D, via the engaged coupling device E and via the
engaged coupling device H, as a winding path gear when the coupling
device S_ab2 is disengaged, and/or one overdrive gear O4 can be shifted
via the first clutch K1, and via the engaged coupling device B, as a
winding path gear via the engaged shift element K, and/or one overdrive
gear O5 can be shifted via the first clutch K1 and via the engaged
coupling device E, as a winding path gear via the engaged shift element
K, and or one overdrive gear O6 can be shifted via the first clutch K1,
via the engaged coupling device B, via the engaged coupling device D and
via the engaged coupling device E, as a winding path gear when the
coupling device S_ab1 is disengaged.

[0128]In the process, it is particularly beneficial that the overdrive
gear O1 and the overdrive gear O3 respectively can be designed to be
power shiftable to the eighth forward gear (O1, O3 power shiftable to
G8).

[0129]An example shift diagram for the 8th variant of the embodiment
of the eight-gear double clutch transmission depicted in FIG. 15 is
illustrated in the table shown in FIG. 16.

[0130]It can be seen from the shift diagram that the first forward gear G1
can be shifted via the first clutch K1 and via the engaged coupling
device A as a winding path gear via the engaged shift element I, that the
second forward gear G2 can be shifted via the second clutch K2 and via
the engaged coupling device A, that the third forward gear G3 can be
shifted via the first clutch K1 and via the engaged coupling device C,
that the fourth forward gear G4 can be shifted via the second clutch K2
and via the engaged coupling device B, that the fifth forward gear G5 can
be shifted via the first clutch K1 and via the engaged coupling device G,
that the sixth forward gear G6 can be shifted via the second clutch K2
and via the engaged coupling device F, and that the seventh forward gear
G7 can be shifted via the first clutch K1 and via the engaged coupling
device H. Thus, in this manner, at least the first seven forward gears
can be designed to be power shiftable. Furthermore, the eighth forward
gear G8 can be shifted via the second clutch K2, via the engaged coupling
device A, via the engaged coupling device D and via the engaged coupling
device H, as a winding path gear when the coupling device S_ab1 is
disengaged.

[0131]Over and above this, for example, one reverse gear R1 can be shifted
via the second clutch K2, via the engaged coupling device D, via the
engaged coupling device E and via the engaged coupling device G, as a
winding path gear when the coupling device S_ab2 is disengaged, and/or
one reverse gear R2 can be shifted via the second clutch K2, via the
engaged coupling device C, via the engaged coupling device E and via the
engaged coupling device H, as a winding path gear when the coupling
device S_ab2 is disengaged, and/or one reverse gear R3 can be shifted via
the second clutch K2, via the engaged coupling device D, via the engaged
coupling device E and via the engaged coupling device H, as a winding
path gear when the coupling device S_ab2 is disengaged, and/or one
reverse gear R4 can be shifted via the first clutch K1, via the engaged
coupling device B, via the engaged coupling device D and via the engaged
coupling device E, as a winding path gear when the coupling device S_ab1
is disengaged.

[0132]In addition, one overdrive gear O1 can be shifted via the second
clutch K2 and via the engaged coupling device H, as a winding path gear
via the engaged shift element I, and/or one overdrive gear O2 can be
shifted via the second clutch K2 and via the engaged coupling device H,
as a winding path gear via the engaged shift element K.

[0133]An example shift diagram for the 9th variant of the embodiment
of the eight-gear double clutch transmission depicted in FIG. 17 is
illustrated in the table shown in FIG. 18.

[0134]It can be seen from the shift diagram that the first forward gear G1
can be shifted via the first clutch K1 and via the engaged coupling
device F, as a winding path gear via the engaged shift element I, that
the second forward gear G2 can be shifted via the second clutch K2 and
via the engaged coupling device F, that the third forward gear G3 can be
shifted via the first clutch K1 and via the engaged coupling device C,
that the fourth forward gear G4 can be shifted via the second clutch K2
and via the engaged coupling device B, that the fifth forward gear G5 can
be shifted via the first clutch K1 and via the engaged coupling device H,
that the sixth forward gear G6 can be shifted via the second clutch K2
and via the engaged coupling device E, and that the seventh forward gear
G7 can be shifted via the first clutch K1 and via the engaged coupling
device G. Thus, in this manner, at least the first seven forward gears
can be designed to be power shiftable. Furthermore, the eighth forward
gear G8 can be shifted via the first clutch K1 and via the engaged
coupling device A, as a winding path gear via the engaged shift element
I.

[0135]Over and above this, for example, one reverse gear R1 can be shifted
via the second clutch K2, via the engaged coupling device B, via the
engaged coupling device D and via the engaged coupling device H, as a
winding path gear when the coupling device S_ab1 is disengaged, and/or
one reverse gear R2 can be shifted via the first clutch K1, via the
engaged coupling device A, via the engaged coupling device D and via the
engaged coupling device F, as a winding path gear when the coupling
device S_ab1 is disengaged.

[0136]Furthermore, in the case of the 9th variant of the embodiment,
one crawler gear C1 can be shifted via the second clutch K2 and via the
engaged coupling device C, as a winding path gear via the engaged shift
element K, and/or one crawler gear C2 can be shifted via the second
clutch K2 and via the engaged coupling device H, as a winding path gear
via the engaged shift element K, and/or one crawler gear C3 can be
shifted via the second clutch K2, via the engaged coupling device C, via
the engaged coupling device F and via the engaged coupling device H, as a
winding path gear when the coupling device S_ab2 is disengaged.

[0137]In addition, one overdrive gear O1 can be shifted via the second
clutch K2 and via the engaged coupling device G, as a winding path gear
via the engaged shift element I, and/or one overdrive gear O2 can be
shifted via the first clutch K1 and via the engaged coupling device B, as
a winding path gear via the engaged shift element K, and/or one overdrive
gear O3 can be shifted via the first clutch K1 and via the engaged
coupling device E, as a winding path gear via the engaged shift element
K.

[0138]An example shift diagram for the 10th variant of the embodiment
of the eight-gear double clutch transmission depicted in FIG. 19 is
illustrated in the table shown in FIG. 20.

[0139]It can be seen from the shift diagram that the first forward gear G1
can be shifted via the first clutch K1 and via the engaged coupling
device C, that the second forward gear G2 can be shifted via the second
clutch K2 and via the engaged coupling device A, that the third forward
gear G3 can be shifted via the first clutch K1 and via the engaged
coupling device G, that the fourth forward gear G4 can be shifted via the
second clutch K2 and via the engaged coupling device E, that the fifth
forward gear G5 can be shifted via the first clutch K1 and via the
engaged coupling device D, that the sixth forward gear G6 can be shifted
via the second clutch K2 and via the engaged coupling device F, and that
the seventh forward gear G7 can be shifted via the first clutch K1 and
via the engaged coupling device H. Thus, in this manner, at least the
first seven forward gears can be designed to be power shiftable.
Furthermore, the eighth forward gear G8 can be shifted via the first
clutch K1, via the engaged coupling device A, via the engaged coupling
device D and via the engaged coupling device E, as a winding path gear
when the coupling device S_ab1 is disengaged.

[0140]In addition, in the case of the 10th variant of the embodiment,
for example, one reverse gear R1 can be shifted via the second clutch K2,
via the engaged coupling device B, via the engaged coupling device D and
via the engaged coupling device G, as a winding path gear when the
coupling device S_ab1 is disengaged, and/or one reverse gear R2 can be
shifted via the first clutch K1 and via the engaged coupling device A, as
a winding path gear via the engaged shift element I, and/or one reverse
gear R3 can be shifted via the engaged clutch K1 and via the engaged
coupling device B, as a winding path gear via the engaged shift element
K.

[0141]Over and above this, for example, one crawler gear C1 can be shifted
via the second clutch K2, via the engaged coupling device A, via the
engaged coupling device D and via the engaged coupling device G, as a
winding path gear when the coupling device S_ab1 is disengaged, and/or
one crawler gear C2 can be shifted via the second clutch K2, via the
engaged coupling device C, via the engaged coupling device E and via the
engaged coupling device H, as a winding path gear when the coupling
device S_ab2 is disengaged, and/or one crawler gear C3 can be shifted via
the second clutch K2, via the engaged coupling device C, via the engaged
coupling device F and via the engaged coupling device H, as a winding
path gear when the coupling device S_ab2 is disengaged, and/or one
crawler gear C4 can be shifted via the first clutch K1, via the engaged
coupling device A, as a winding path gear via the engaged shift element
K, and/or one crawler gear C5 can be shifted via the first clutch K1, via
the engaged coupling device A, via the engaged coupling device E and via
the engaged coupling device G, as a winding path gear when the coupling
device S_ab2 is disengaged.

[0142]Furthermore, for example, one overdrive gear O1 can be shifted via
the second clutch K2 and via the engaged coupling device D, as a winding
path gear via the engaged shift element K, and/or one overdrive gear O2
can be shifted via the second clutch K2 and via the engaged coupling
device H, as a winding path gear via the engaged shift element K, and/or
one overdrive gear O3 can be shifted via the second clutch K2, via the
engaged coupling device A, via the engaged coupling device C and via the
engaged coupling device H, as a winding path gear when the coupling
device S_ab1 is disengaged, and/or one overdrive gear O4 can be shifted
via the first clutch K1, via the engaged coupling device A, via the
engaged coupling device D and via the engaged coupling device F, as a
winding path gear when the coupling device S_ab1 is disengaged.

[0143]In the process, the advantage is that, among others, the crawler
gear C2 and the crawler gear C3 respectively can be designed to be power
shiftable to the first forward gear (C2, C3 power shiftable to G1).

[0144]An example shift diagram for the 11th variant of the embodiment
of the eight-gear double clutch transmission depicted in FIG. 21 is
illustrated in the table shown in FIG. 22.

[0145]It can be seen from the shift diagram that the first forward gear G1
can be shifted via the first clutch K1 and via the engaged coupling
device D, that the second forward gear G2 can be shifted via the second
clutch K2 and via the engaged coupling device B, that the third forward
gear G3 can be shifted via the first clutch K1 and via the engaged
coupling device H, that the fourth forward gear G4 can be shifted via the
second clutch K2 and via the engaged coupling device A, that the fifth
forward gear G5 can be shifted via the first clutch K1 and via the
engaged coupling device C, that the sixth forward gear G6 can be shifted
via the second clutch K2 and via the engaged coupling device E, and that
the seventh forward gear G7 can be shifted via the first clutch K1 and
via the engaged coupling device G, and/or that the eighth forward gear G8
can be shifted via the second clutch K2, via the engaged coupling device
B, via the engaged coupling device D and via the engaged coupling device
G, as a winding path gear when the coupling device S_ab1 is disengaged.
Thus, in this manner, at least the first eight forward gears can be
designed to be power shiftable.

[0146]Over and above this, in the case of the 11th variant of the
embodiment, one reverse gear R1 can be shifted via the second clutch K2
and via the engaged coupling device D as a winding path gear via the
engaged shift element K, and/or one reverse gear R2 can be shifted via
the second clutch K2 and via the engaged coupling device H, as a winding
path gear via the engaged shift element K, and/or one reverse gear R3 can
be shifted via the second clutch K2, via the engaged coupling device D,
via the engaged coupling device E and via the engaged coupling device H,
as a winding path gear when the coupling device S_ab2 is disengaged,
and/or one reverse gear R4 can be shifted via the first clutch K1, via
the engaged coupling device A, via the engaged coupling device D and via
the coupling device F, as a winding path gear when the coupling device
S_ab1 is disengaged, and/or one reverse gear R5 can be shifted via the
first clutch K1, via the engaged coupling device B, via the engaged
coupling device F and via the engaged coupling device H, as a winding
path gear when the coupling device S_ab2 is disengaged.

[0147]In addition, one crawler gear C1 can be shifted via the second
clutch K2 and via the engaged coupling device D, as a winding path gear
via the engaged shift element I, and/or one crawler gear C2 can be
shifted via the second clutch K2 and via the engaged coupling device H,
as a winding path gear via the engaged shift element I, and/or one
crawler gear C3 can be shifted via the second clutch K2, via the engaged
coupling device D, via the engaged coupling device E and via the engaged
coupling device G, as a winding path gear when the coupling device S_ab2
is disengaged, and/or one crawler gear C4 can be shifted via the first
clutch K1, via the engaged coupling device A, via the engaged coupling
device E and via the engaged coupling device H, as a winding path gear
when the coupling device S_ab2 is disengaged, and/or one crawler gear C5
can be shifted via the first clutch K1, via the engaged coupling device
B, via the engaged coupling device E and via the engaged coupling device
H, as a winding path gear when the coupling device S_ab2 is disengaged.

[0148]Furthermore, in the case of the 11th variant of the embodiment,
one overdrive gear O1 can be shifted via the second clutch K2, via the
engaged coupling device A, via the engaged coupling device D and via the
engaged coupling device G, as a winding path gear when the coupling
device S_ab1 is disengaged and/or one overdrive gear O2 can be shifted
via the second clutch K2, via the engaged coupling device C, via the
engaged coupling device E and via the engaged coupling device H, as a
winding path gear when the coupling device S_ab2 is disengaged, and/or
one overdrive gear O3 can be shifted via the first clutch K1 and via the
engaged coupling device E, as a winding path gear via the engaged shift
element I.

[0149]In the process, it is beneficial that the reverse gear R1 and the
reverse gear R3, as well as the crawler gear C1 and the crawler gear C3
respectively are designed to be power shiftable to the first forward gear
(R1, R3 power shiftable to C1, and C1, C3 power shiftable to G1)

[0150]An example shift diagram for the 12th variant of the embodiment
of the eight-gear double clutch transmission depicted in FIG. 23 is
illustrated in the table shown in FIG. 24.

[0151]It can be seen from the shift diagram that the first forward gear G1
can be shifted via the first clutch K1, via the engaged coupling device
B, via the engaged coupling device D and via the engaged coupling device
F, as a winding path gear when the coupling device S_ab1 is disengaged,
that the second forward gear G2 can be shifted via the second clutch K2
and via the engaged coupling device F, that the third forward gear G3 can
be shifted via the first clutch K1 and via the engaged coupling device D,
that the fourth forward gear G4 can be shifted via the second clutch K2
and via the engaged coupling device B, that the fifth forward gear G5 can
be shifted via the first clutch K1 and via the engaged coupling device G,
that the sixth forward gear G6 can be shifted via the second clutch K2
and via the engaged coupling device E, and that the seventh forward gear
G7 can be shifted via the first clutch K1 and via the engaged coupling
device H. Thus, in this manner, at least the first seven forward gears
can be designed to be power shiftable. Furthermore, the eighth forward
gear G8 can be shifted via the first clutch K1 and via the engaged
coupling device C.

[0152]In addition, for example, one reverse gear R1 can be shifted via the
first clutch K1, via the engaged coupling device A, via the engaged
coupling device C and via the engaged coupling device F, as a winding
path gear when the coupling device S_ab1 is disengaged, and/or one
reverse gear R2 can be shifted via the first clutch K1, via the engaged
coupling device A, via the engaged coupling device D and via the engaged
coupling device E, as a winding path gear when the coupling device S_ab1
is disengaged, and/or one reverse gear R3 can be shifted via the first
clutch K1, via the engaged coupling device A, via the engaged coupling
device D and via the engaged coupling device F, as a winding path gear
when the coupling device S_ab1 is disengaged.

[0153]Over and above this, for example, in the case of the 12th
variant of the embodiment, one crawler gear C1 can be shifted via the
second clutch K2 and via the engaged coupling device D, as a winding path
gear via the engaged shift element I, and/or one crawler gear C2 can be
shifted via the second clutch K2 and via the engaged coupling device D,
as a winding path gear via the engaged shift element K, and/or one
crawler gear C3 can be shifted via the second clutch K2, via the engaged
coupling device D, via the engaged coupling device F and via the engaged
coupling device H, as a winding path gear when the coupling device S_ab2
is disengaged.

[0154]In addition, one overdrive gear O1 can be shifted via the second
clutch K2, via the engaged coupling device B, via the engaged coupling
device D and via the engaged coupling device H, as a winding path gear
when the coupling device S_ab1 is disengaged, and/or one overdrive gear
O2 can be shifted via the second clutch K2, via the engaged coupling
device C, via the engaged coupling device E and via the engaged coupling
device G, as a winding path gear when the coupling device S_ab2 is
disengaged, and/or one overdrive gear O3 can be shifted via the first
clutch K1 and via the engaged coupling device E, as a winding path gear
via the engaged shift element I, and/or one overdrive gear O4 can be
shifted via the first clutch K1 and via the engaged coupling device E, as
a winding path gear via the engaged shift element K, and/or one overdrive
gear O5 can be shifted via the first clutch K1, via the engaged coupling
device B, via the engaged coupling device F and via the engaged coupling
device H, as a winding path gear when the coupling device S_ab2 is
disengaged.

[0155]The overdrive gear O2 can be made power shiftable to the first
forward gear in a beneficial way (O2 power shiftable to G8)

[0156]An example shift diagram for the 13th variant of the embodiment
of the eight-gear double clutch transmission depicted in FIG. 25 is
illustrated in the table shown in FIG. 26.

[0157]It can be seen from the shift diagram that the first forward gear G1
can be shifted via the first clutch K1, via the engaged coupling device
A, via the engaged coupling device C and via the engaged coupling device
F, as a winding path gear when the coupling device S_ab1 is disengaged,
that the second forward gear G2 can be shifted via the second clutch K2
and via the engaged coupling device F, that the third forward gear G3 can
be shifted via the first clutch K1 and via the engaged coupling device G,
that the fourth forward gear G4 can be shifted via the second clutch K2
and via the engaged coupling device E, that the fifth forward gear G5 can
be shifted via the first clutch K1 and via the engaged coupling device C,
that the sixth forward gear G6 can be shifted via the second clutch K2
and via the engaged coupling device A, and that the seventh forward gear
G7 can be shifted via the first clutch K1 and via the engaged coupling
device H. Thus, in this manner, at least the first seven forward gears
can be designed to be power shiftable. Furthermore, the eighth forward
gear G8 can be shifted via the first clutch K1, via the engaged coupling
device A, via the engaged coupling device D and via the engaged coupling
device E, as a winding path gear when the coupling device S_ab1 is
disengaged.

[0158]Over and above this, in the case of the 13th variant of the
embodiment, for example, one reverse gear R1 can be shifted via the
second clutch K2, via the engaged coupling device B, vie the engaged
coupling device D and via the engaged coupling device G, as a winding
path gear when the coupling device S_ab1 is disengaged, and/or one
reverse gear R2 can be shifted via the second clutch K2, via the
disengaged coupling device B, via the disengaged coupling device D and
via the engaged coupling device H, as a winding path gear when the
coupling device S_ab1 is disengaged.

[0159]In addition, one crawler gear C1 can be shifted via the second
clutch K2, via the engaged coupling device C, via the engaged coupling
device F and via the engaged coupling device H, as a winding path gear
when the coupling device S_ab2 is disengaged, and/or one overdrive gear
O1 can be shifted via the second clutch K2, via the engaged coupling
device A, via the engaged coupling device C and via the engaged coupling
device H, as a winding path gear when the coupling device S_ab1 is
disengaged, and/or one overdrive gear O2 can be shifted via the first
clutch K1, via the engaged coupling device A, via the engaged coupling
device E and via the engaged coupling device H, as a winding path gear
when the coupling device S_ab2 is disengaged, and/or one overdrive gear
O3 can be shifted via the first clutch K1, via the engaged coupling
device A, via the engaged coupling device F and via the engaged coupling
device H, as a winding path gear when the coupling device S_ab2 is
disengaged.

[0160]An example shift diagram for the 14th variant of the embodiment
of the eight-gear double clutch transmission depicted in FIG. 27 is
illustrated in the table shown in FIG. 28.

[0161]It can be seen from the shift diagram that the first forward gear G1
can be shifted via the first clutch K1, via the engaged coupling device
A, via the engaged coupling device C and via the engaged coupling device
F, as a winding path gear when the coupling device S_ab1 is disengaged,
that the second forward gear G2 can be shifted via the second clutch K2
and via the engaged coupling device F, that the third forward gear G3 can
be shifted via the first clutch K1 and via the engaged coupling device G,
that the fourth forward gear G4 can be shifted via the second clutch K2
and via the engaged coupling device B, that the fifth forward gear G5 can
be shifted via the first clutch K1 and via the engaged coupling device C,
that the sixth forward gear G6 can be shifted via the second clutch K2
and via the engaged coupling device A, and that the seventh forward gear
G7 can be shifted via the first clutch K1 and via the engaged coupling
device H. Thus, in this manner, at least the first seven forward gears
can be designed to be power shiftable. Furthermore, the eighth forward
gear G8 can be shifted via the first clutch K1 and via the engaged
coupling device A, as a winding path gear via the engaged shift element
K.

[0162]Moreover, in the case of the 14th variant of the embodiment,
one reverse gear R1 can be shifted via the second clutch K2, via the
engaged coupling device A, via the engaged coupling device D and via the
engaged coupling device G as a winding path gear when the coupling device
S_ab1 is disengaged, and/or one reverse gear R2 via the second clutch K2
via the engaged coupling device B, via the engaged coupling device D and
via the engaged coupling device G, as a winding path gear when the
coupling device S_ab1 is disengaged, and/or one reverse gear R3 can be
shifted via the second clutch K2, via the engaged coupling device B, via
the engaged coupling device D and via the engaged coupling device H, as a
winding path gear when the coupling device S_ab1 is disengaged.

[0163]Over and above this, for example, one crawler gear C1 can be shifted
via the second clutch K2, via the engaged coupling device C, via the
engaged coupling device F and via the engaged coupling device H, as a
winding path gear when the coupling device S_ab2 is disengaged, and/or
one overdrive gear O1 can be shifted via the second clutch K2, via the
engaged coupling device A, via the engaged coupling device C and via the
engaged coupling device H, as a winding path gear when the coupling
device S_ab1 is disengaged, and/or one overdrive gear O2 can be shifted
via the first clutch K1, via the engaged coupling device A, and as a
winding path gear via the engaged shift element I, and/or one overdrive
gear O3 can be shifted via the first clutch K1, via the engaged coupling
device A, via the engaged coupling device F, and via the engaged coupling
device H, as a winding path gear when the coupling device S_ab2 is
disengaged, and/or one overdrive gear O4 can be shifted via the first
clutch K1, via the engaged coupling device B, via the engaged coupling
device F and via the engaged coupling device H, as a winding path gear
when the coupling device S_ab2 is disengaged.

[0164]An example shift diagram for the 15th variant of the embodiment
of the eight-gear double clutch transmission depicted in FIG. 29 is
illustrated in the table shown in FIG. 30.

[0165]It can be seen from the shift diagram that the first forward gear G1
can be shifted via the first clutch K1 and via the engaged coupling
device E, as a winding path gear via the engaged shift element K, that
the second forward gear G2 can be shifted via the second clutch K2 and
via the engaged coupling device E, that the third forward gear G3 can be
shifted via the first clutch K1 and via the engaged coupling device G,
that the fourth forward gear G4 can be shifted via the second clutch K2
and via the engaged coupling device F, that the fifth forward gear G5 can
be shifted via the first clutch K1 and via the engaged coupling device D,
that the sixth forward gear G6 can be shifted via the second clutch K2
and via the engaged coupling device B, and that the seventh forward gear
G7 can be shifted via the first clutch K1 and via the engaged coupling
device H. Thus, in this manner, at least the first seven forward gears
can be designed to be power shiftable. Furthermore, the eighth forward
gear G8 can be shifted via the first clutch K1 and via the engaged
coupling device C.

[0166]Over and above this, for example, in the case of the 15th
variant of the embodiment, one reverse gear R1 can be shifted via the
second clutch K2, via the engaged coupling device A, via the engaged
coupling device C and via the engaged coupling device G, as a winding
path gear when the coupling device, S_ab1, is disengaged, and/or one
crawler gear C1 can be shifted via the second clutch K2, via the engaged
coupling device D, via the engaged coupling device E and via the engaged
coupling device H, as a winding path gear when the coupling device S_ab2
is disengaged.

[0167]Furthermore, one overdrive gear O1 can be shifted via the second
clutch K2 and via the engaged coupling device C, as a winding path gear
via the engaged shift element K, and/or one overdrive gear O2 can be
shifted via the second clutch K2 and via the engaged coupling device H,
as a winding path gear via the engaged shift element K, and/or one
overdrive gear O3 can be shifted via the second clutch K2, via the
engaged coupling device B, via the engaged coupling device D and via the
engaged coupling device H, as a winding path gear when the coupling
device S_ab1 is disengaged, and/or one overdrive gear O4 can be shifted
via the first clutch K1, via the engaged coupling device B, via the
engaged coupling device E and via the engaged coupling device H, as a
winding path gear when the coupling device S_ab2 is disengaged, and/or
one overdrive gear O5 can be shifted via the first clutch K1, via the
engaged coupling device B, via the engaged coupling device F and via the
engaged coupling device H, as a winding path gear when the coupling
device S_ab2 is disengaged.

[0168]The overdrive gear O1 can be made power shiftable to the eighth
forward gear in a beneficial way (O1 power shiftable to G8).

[0169]An example shift diagram for the 16th variant of the embodiment
of the eight-gear double clutch transmission depicted in FIG. 31 is
illustrated in the table shown in FIG. 32.

[0170]It can be seen from the shift diagram that the first forward gear G1
can be shifted via the first clutch K1, via the engaged coupling device
B, via the engaged coupling device D and via the engaged coupling device
F, as a winding path gear when the coupling device S_ab1 is disengaged,
that the second forward gear G2 can be shifted via the second clutch K2
and via the engaged coupling device F, that the third forward gear G3 can
be shifted via the first clutch K1 and via the engaged coupling device D,
that the fourth forward gear G4 can be shifted via the second clutch K2
and via the engaged coupling device B, that the fifth forward gear G5 can
be shifted via the first clutch K1 and via the engaged coupling device G,
that the sixth forward gear G6 can be shifted via the second clutch K2
and via the engaged coupling device E, and that the seventh forward gear
G7 can be shifted via the first clutch K1 and via the engaged coupling
device H. Thus, in this manner, at least the first seven forward gears
can be designed to be power shiftable. Furthermore, the eighth forward
gear G8 can be shifted via the first clutch K1 and via the engaged
coupling device B, as a winding path gear via the engaged shift element
K.

[0171]Over and above this, in the case of the 16th variant of the
embodiment, one reverse gear R1 can be shifted via the first clutch K1,
via the engaged coupling device A, via the engaged coupling device D and
via the engaged coupling device E, as a winding path gear when the
coupling device S_ab1 is disengaged, and/or one reverse gear R2 can be
shifted via the first clutch K1, via the engaged coupling device A, via
the engaged coupling device D, and via the engaged coupling device F, as
a winding path gear when the coupling device S_ab1 is disengaged, and/or
one reverse gear R3 can be shifted via the second clutch K2 and via the
engaged coupling device D, as a winding path gear via the engaged shift
element I, and/or one reverse gear R4 can be switched via the second
clutch K2 and via the engaged coupling device G as a winding path gear
via the engaged shift element I, and/or one reverse gear R5 can be
shifted via the second clutch K2 and via the engaged coupling device H,
as a winding path gear via the engaged shift element I, and/or one
reverse gear R6 can be shifted via the first clutch K1 and via the
engaged coupling device C.

[0172]In addition, one crawler gear C1 can be shifted via the second
clutch K2 and via the engaged coupling device D, as a winding path gear
via the engaged shift element K, and/or one crawler gear C2 can be
shifted via the second clutch K2, via the engaged coupling device D, via
the engaged coupling device F and via the engaged coupling device H, as
well as shifted as a winding path gear when the coupling device S_ab2 is
disengaged.

[0173]Furthermore, one overdrive gear O1 can be shifted via the second
clutch K2, via the engaged coupling device B, via the engaged coupling
device D and via the engaged coupling device H, as a winding path gear
when the coupling device S_ab1 is disengaged, and/or one overdrive gear
O2 can be shifted via the first clutch K1 and via the engaged coupling
device E, as a winding path gear via the engaged shift element K, and/or
one overdrive gear O3 can be shifted via the first clutch K1, via the
engaged coupling device B, via the engaged coupling device F and via the
engaged coupling device H, as a winding path gear when the coupling
device S_ab2 is disengaged.

[0174]An example shift diagram for the 17th variant of the embodiment
of the eight-gear double clutch transmission depicted in FIG. 33 is
illustrated in the table shown in FIG. 34.

[0175]It can be seen from the shift diagram that the first forward gear G1
can be shifted via the first clutch K1, via the engaged coupling device
A, via the engaged coupling device D and via the engaged coupling device
E, as a winding path gear when the coupling device S_ab1 is disengaged,
that the second forward gear G2 can be shifted via the second clutch K2
and via the engaged coupling device E, that the third forward gear G3 can
be shifted via the first clutch K1 and via the engaged coupling device D,
that the fourth forward gear G4 can be shifted via the second clutch K2
and via the engaged coupling device A, that the fifth forward gear G5 can
be shifted via the first clutch K1 and via the engaged coupling device H,
that the sixth forward gear G6 can be shifted via the second clutch K2
and via the engaged coupling device B, and that the seventh forward gear
G7 can be shifted via the first clutch K1 and via the engaged coupling
device G. Thus, in this manner, at least the first seven forward gears
can be designed to be power shiftable. Furthermore, the eighth forward
gear G8 can be shifted via the first clutch K1 and via the engaged
coupling device B, as a winding path gear via the engaged shift element
K.

[0176]Over and above this, in the case of the 17th variant of the
embodiment, one reverse gear R1 can be shifted via the second clutch K2
and via the engaged coupling device D, as a winding path gear via the
engaged shift element I, and/or one reverse gear R2 can be shifted via
the second clutch K2 and via the engaged coupling device H, as a winding
path gear via the engaged shift element I, and/or one reverse gear R3 can
be shifted via the second clutch K2, via the engaged coupling device A,
via the engaged coupling device C and via the engaged coupling device G,
as a winding path gear when the coupling device S_ab1 is disengaged
and/or one reverse gear R4 can be shifted via the second clutch K2, via
the engaged coupling device A, via the engaged coupling device C and via
the engaged coupling device H, as a winding path gear when the coupling
device S_ab1 is disengaged.

[0177]Moreover, one crawler gear C1 can be shifted via the second clutch
K2, via the engaged coupling device D, via the engaged coupling device E
and via the engaged coupling device G as a winding path gear when the
coupling device S_ab2 is disengaged, and/or one crawler gear C2 can be
shifted via the second clutch K2, via the engaged coupling device D, via
the engaged coupling device E and via the engaged coupling device H, as a
winding path gear when the coupling device S_ab2 is disengaged, and/or
one crawler gear C3 can be shifted via the first clutch K1, via the
engaged coupling device B, via the engaged coupling device D and via the
engaged coupling device E, as a winding path gear when the coupling
device S_ab1 is disengaged.

[0178]Furthermore, one overdrive gear O1 can be shifted via the second
clutch K2, via the engaged coupling device A, via the engaged coupling
device D and via the engaged coupling device G, as a winding path gear
when the coupling device S_ab1 is disengaged, and/or one overdrive gear
O2 can be shifted via the second clutch K2, via the engaged coupling
device B, via the engaged coupling device D and via the engaged coupling
device G, as a winding path gear when the coupling device S_ab1 is
disengaged, and/or one overdrive gear O3 can be shifted via the second
clutch K2, via the engaged coupling device B, via the engaged coupling
device D and via the engaged coupling device H, as a winding path gear
when the coupling device S_ab1 is disengaged, and/or one overdrive gear
O4 can be shifted via the first clutch K1, via the engaged coupling
device A, via the engaged coupling device E and via the engaged coupling
device G, as a winding path gear when the coupling device S_ab2 is
disengaged, and/or one overdrive gear O5 can be shifted via the first
clutch K1, via the engaged coupling device B, via the engaged coupling
device E and via the engaged coupling device G, as a winding path gear
when the coupling device S_ab2 is disengaged, and/or one overdrive gear
O6 can be shifted via the first clutch K1, via the engaged coupling
device B, via the engaged coupling device E and via the engaged coupling
device H, as a winding path gear when the coupling device S_ab2 is
disengaged.

[0179]An example shift diagram for the 18th variant of the embodiment
of the eight-gear double clutch transmission depicted in FIG. 35 is
illustrated in the table shown in FIG. 36.

[0180]It can be seen from the shift diagram that the first forward gear G1
can be shifted via the first clutch K1 and via the engaged coupling
device C, that the second forward gear G2 can be shifted via the second
clutch K2 and via the engaged coupling device A, that the third forward
gear G3 can be shifted via the first clutch K1 and via the engaged
coupling device D, that the fourth forward gear G4 can be shifted via the
second clutch K2 and via the engaged coupling device B, that the fifth
forward gear G5 can be shifted via the first clutch K1 and via the
engaged coupling device G, that the sixth forward gear G6 can be shifted
via the second clutch K2 and via the engaged coupling device E, and that
the seventh forward gear G7 can be shifted via the first clutch K1 and
via the engaged coupling device H, and/or that the eighth forward gear G8
can be shifted via the second clutch K2, via the engaged coupling device
A, via the engaged coupling device C, via the engaged coupling device H,
as a winding path gear when the coupling device S_ab1 is disengaged.
Thus, in this manner, at least the first eight forward gears can be
designed to be power shiftable.

[0181]Over and above this, in the case of the 18th variant of the
embodiment, one reverse gear R1 can be shifted via the first clutch K1
and via the engaged coupling device A, as a winding path gear via the
engaged shift element K, and/or one reverse gear R2 can be shifted via
the first clutch K1 and via the engaged coupling device B, as a winding
path gear via the engaged shift element K, and/or one reverse gear R3 can
be shifted via the first clutch K1 and via the engaged coupling device E,
as a winding path gear via the engaged shift element K, and/or one
reverse gear R4 can be shifted via the first clutch K1, via the engaged
coupling device A, via the engaged coupling device F and via the engaged
coupling device H, as a winding path gear when the coupling device S_ab2
is disengaged, and/or one reverse gear R5 can be shifted via the first
clutch K1, via the engaged coupling device B, via the engaged coupling
device F and via the engaged coupling device H, as a winding path gear
when the coupling device S_ab2 is disengaged.

[0182]In addition, one crawler gear C1 can be shifted via the second
clutch K2, via the engaged coupling device C, via the engaged coupling
device E and via the engaged coupling device H, as a winding path gear
when the coupling device S_ab2 is disengaged, and/or one crawler gear C2
can be shifted via the first clutch K1 and via the engaged coupling
device A, as a winding path gear via the engaged shift element I, and/or
one crawler gear C3 can be shifted via the first clutch K1, via the
engaged coupling device A, via the engaged coupling device E and via the
engaged coupling device G, as a winding path gear when the coupling
device S_ab2 is disengaged.

[0183]Furthermore, one overdrive gear O1 can be shifted via the second
clutch K2 and via the engaged coupling device G, as a winding path gear
via the engaged shift element I, and/or one overdrive gear O2 can be
shifted via the second clutch K2 and via the engaged coupling device H,
as a winding path gear via the engaged shift element I, and/or one
overdrive gear O3 can be shifted via the second clutch K2, via the
engaged coupling device B, via the engaged coupling device D and via the
engaged coupling device H, as a winding path gear when the coupling
device S_ab1 is disengaged.

[0184]The crawler gear C1 can be made power shiftable to the first forward
gear in a beneficial way (C1 power shiftable to G1).

[0185]It can be seen from the shift diagram illustrated in FIG. 2 that for
the first forward gear G1 the gear stages i_3, i_4 and i_2 based on the
first clutch K1 are used, and the shift element K is engaged to couple
both the subtransmissions. For the second forward gear G2 the gear stage
i_2 is used, for the third forward gear G3 the gear stage i_3 is used,
for the fourth forward gear G4 the gear stage i_4 is used, for the fifth
forward gear G5 the gear stage i_5 is used, for the sixth forward gear G6
the gear stage i_6 is used, and for the seventh forward gear G7 the gear
stage i_7 is used. In the case of the eighth forward gear G8, starting
from the second clutch K2, the gear stages or gear steps ZW_8, i_7 and
i_5 are used, and both the subtransmissions are coupled in the first
variant of the embodiment via the shift element I.

[0186]In addition, for the reverse gear R1, the gear stages i_6, i_R and
i_3 based on the second clutch K2 are used, and both the subtransmissions
are coupled to one another when the coupling device S_ab1 is disengaged.
Furthermore, with the next reverse gear R2, the gear stages i_6, i_R and
i_5 based on the second clutch K2 are used, whereby the coupling device
S_ab1 is disengaged in order to couple both the subtransmissions. In the
case of the overdrive gear O1, the gear stages i_4, i_3 and i_7 based on
the second clutch K2 are used, whereby both the subtransmissions are
coupled via the engaged shift element K. In the case of the overdrive
gear O2, the gear stages i_5, i_2 and i_6 based on the first clutch K1
are used, and both the subtransmissions are coupled when the coupling
device S_ab2 is disengaged.

[0187]It can be seen from the shift diagram illustrated in FIG. 4 that for
the first forward gear G1, starting from the first clutch K1, the gear
stages i_3, i_4 and i_2 are used, and both the subtransmissions get
coupled to one another via the shift element K. The gear stage i_2 is
used for the second forward gear G2, the gear stage i_3 is used for the
third forward gear G3, the gear stage i_4 is used for the fourth forward
gear G4, the gear stage i_5 is used for the fifth forward gear G5, the
gear stage i_6 is used for the sixth forward gear G6 and the gear stage
i_7 is used for the seventh forward gear G7. In the case of the eighth
forward gear G8, the gear stages i_5, i_2 and i_4 are used based on the
first clutch K1, whereby the shift element I is engaged to couple both
the subtransmissions. In addition, the gear stages i_R, i_7 and i_3 based
on the second clutch K2 are used for the reverse gear R1, and the
coupling device, S_ab1, is disengaged to couple both the
subtransmissions. Furthermore, the gear stages i_3, i_6 and i_R based on
the first clutch K1 are used for the next reverse gear R2, whereby both
the subtransmissions are coupled when the coupling device S_ab2 is
disengaged. The gear stage x8 based on the first clutch K1 is used for
the reverse gear R3. The gear stages i_2, i_5 and i_3 based on the second
clutch K2 are used for the crawler gear C1, and both the subtransmissions
are coupled via the engaged shift element I. The gear stages i_2, i_7 and
i_3 based on the second clutch K2 are used for the crawler gear C2, and
the coupling device S_ab1 is disengaged to couple both the
subtransmissions. The gear stages i_3, i_6 and i_2 based on the first
clutch K1 are used for the crawler gear C3, and the coupling device S_ab2
is disengaged to couple both the subtransmissions. In the case of the
overdrive gear O1, the gear stages i_4, i_3 and i_7 based on the second
clutch K2 are used, and both the subtransmissions are coupled via the
engaged shift element K. The gear stages i_6, i_3 and i_5 based on the
second clutch K2 are used for the overdrive gear O2, and the coupling
device S_ab2 is disengaged to couple both the subtransmissions. The gear
stages i_6, i_3 and i_7 based on the second clutch K2 are used for the
overdrive gear O3, and the coupling device S_ab2 is disengaged to couple
both the subtransmissions. In the case of the overdrive gear O4, the gear
stages i_5, i_2 and i_6 based on the first clutch K1 are used, and the
shift element I is engaged to couple both the subtransmissions. The gear
stages i_7, i_2 and i_6 based on the first clutch K1 are used for the
overdrive gear O5, whereby the coupling device S_ab1 is disengaged to
couple both the subtransmissions. The gear stages i_7, i_2 and i_4 based
on the first clutch K1 are used for the overdrive gear O6, and the
coupling device S_ab1 is disengaged to couple both the subtransmissions.

[0188]It can be seen from the shift diagram illustrated in FIG. 6 that for
the first forward gear G1, the gear stages i_3, i_4 and i_2 are used
based on the first clutch K1, and both the subtransmissions get coupled
to one another via the shift element I. The gear stage i_2 is used for
the second forward gear G2, the gear stage i_3 is used for the third
forward gear G3, the gear stage i_4 is used for the fourth forward gear
G4, the gear stage i_5 is used for the fifth forward gear G5, the gear
stage i_6 is used for the sixth forward gear G6, and the gear stage i_7
is used for the seventh forward gear G7. The gear stages i_3, i_2 and i_6
based on the first clutch K1 are used for the eighth forward G8, whereby
the coupling device S_ab1 is disengaged to couple both the
subtransmissions. In addition, the gear stages i_7, i_R and i_2 based on
the first clutch K1 are used for the reverse gear R1, and both the
subtransmissions are coupled via the engaged shift element K. In the case
of the reverse gear R2, the gear stages i_6, x_8 and i_3 based on the
second clutch K2 are used, and both the subtransmissions are coupled to
one another when the coupling device S_ab2 is disengaged for the reverse
gear R2. In the case of the reverse gear R3, the gear stages i_6, x_8 and
i_5 based on the second clutch K2 are used, and both the subtransmissions
are coupled to one another when the coupling device S_ab2 is disengaged.
Furthermore, in the case of the overdrive gear O1, the gear stages i_4,
i_3 and i_7 based on the second clutch K2 are used, whereby both the
subtransmissions are coupled to one another via the engaged shift element
I. In the case of the overdrive gear O2, the gear stages i_5, i_2 and i_6
based on the first clutch K1 are used, and both the subtransmissions are
coupled when the coupling device S_ab1 is disengaged.

[0189]It can be seen from the shift diagram illustrated in FIG. 8 that the
gear stages i_3, i_4 and i_2 based on the first clutch K1 are used for
the first forward gear G1, whereby both the subtransmissions get coupled
via the shift element I. The gear stage i_2 is used for the second
forward gear G2, the gear stage i_3 is used for the third forward gear
G3, the gear stage i_4 is used for the fourth forward gear G4, the gear
stage i_5 is used for the fifth forward gear G5, the gear stage i_6 is
used for the sixth forward gear G6 and the gear stage i_7 is used for the
seventh forward gear G7. The gear stages ZW_8, i_6 and i_4 based on the
first clutch K1 are used for the eighth forward gear G8, and both the
subtransmissions are coupled via the engaged shift element I. In
addition, the gear stages i_R, ZW_8 and i_3 based on the second clutch K2
are used for the reverse gear R1, whereby both the subtransmissions are
coupled when the coupling device, S_ab1, is disengaged. In the case of
the next reverse gear R2, the gear stages i_R, ZW_8 and i_5 based on the
second clutch K2 are used, and both the subtransmissions are coupled when
the coupling device S_ab1 is disengaged. The next reverse gear R3 uses
the gear stages i_R, i_7 and i_3 based on the second clutch K2, and both
the subtransmissions are coupled when the coupling device S_ab1 is
disengaged. In addition, in the case of the overdrive gear O1, the gear
stages i_4, i_3 and i_7 based on the second clutch K2 are used, whereby
both the subtransmissions are coupled to one another via the shift
element K. In the case of the overdrive gear O2, the gear stages i_5, i_2
and i_6 based on the first clutch K1 are used, and both the
subtransmissions are coupled when the coupling device S_ab2 is
disengaged.

[0190]It can be seen from the shift diagram illustrated in FIG. 10 that
the gear stages i_5, i_6 and i_2 based on the first clutch K1 are used
for the first forward gear G1, and both the subtransmissions are coupled
via the engaged shift element I. The gear stage i_2 is used for the
second forward gear G2, the gear stage i_3 is used for the third forward
gear G3, the gear stage i_4 is used for the fourth forward gear G4, the
gear stage i_5 is used for the fifth forward gear G5, the gear stage i_6
is used for the sixth forward gear G6 and the gear stage i_7 is used for
the seventh forward gear G7. The gear stages i_5, i_2 and i_4 based on
the first clutch K1 are used for the eighth forward gear G8, and both the
subtransmissions are coupled when the coupling device S_ab1 is
disengaged. In addition, the gear stages i_7, i_R and i_2 based on the
first clutch K1 are used for the reverse gear R1, whereby both the
subtransmissions are coupled via the engaged shift element K. The gear
stages x_8, i_R and i_2 based on the first clutch K1 are used for the
next reverse gear R2, and both the subtransmissions are coupled when the
coupling device, S_ab2, is disengaged. In the case of the crawler gear
C1, the gear stages i_4, i_7 and i_3 based on the second clutch K2 are
used, and both the subtransmissions are coupled to one another when the
coupling device S_ab2 is disengaged. In the case of the overdrive gear
O1, the gear stages i_6, i_5 and i_7 based on the second clutch K2 are
used, and both the subtransmissions are coupled with one another via the
shift element I. In addition, for the overdrive gear O2, the gear stages
i_6, i_3 and i_7 based on the second clutch K2 are used, and both the
subtransmissions are coupled to one another when the coupling device
S_ab1 is disengaged. Finally, in the case of the overdrive gear O3, the
gear stages i_7, i_4 and 16 based on the first clutch K1 are used, and
both the subtransmissions are coupled to one another when the coupling
device S_ab2 is disengaged.

[0191]It can be seen from the shift diagram illustrated in FIG. 12 that
the gear stage i_1 based on the first clutch K1 is used for the first
forward gear G1. The gear stage i_2 is used for the second forward gear
G2, the gear stage i_3 is used for the third forward gear G3, the gear
stage i_4 is used for the fourth forward gear G4, the gear stage i_5 is
used for the fifth forward gear G5, the gear stage i_6 is used for the
sixth forward gear G6 and the gear stage i_7 is used for the seventh
forward gear G7. The gear stages i_5, i_2 and i_4 based on the first
clutch K1 are used for the eighth forward gear G8, and both the
subtransmissions are coupled when the coupling device S_ab1 is
disengaged. In addition, the gear stages i_R, i_5 and i_1 based on the
second clutch K2 are used for the reverse gear R1, and both the
subtransmissions are coupled via the engaged shift element I. The gear
stages i_R, i_5 and i_3 based on the second clutch K2 are used for the
next reverse gear R2, and both the subtransmissions are coupled when the
shift element I is engaged. In the case of the reverse gear R3, the gear
stages i_3, i_6 and i_R based on the first clutch K1 are used, and both
the subtransmissions are coupled to one another when the coupling device
S_ab2 is disengaged. In the case of the crawler gear C1, the gear stages
i_6, i_7 and i_1 based on the second clutch K2 are used, and both the
subtransmissions are coupled to one another when the shift element K is
engaged. In the case of the crawler gear C2, the gear stages i_2, i_5 and
i_3 based on the second clutch K2 are used, and both the subtransmissions
are coupled to one another when the coupling device S_ab1 is disengaged.
In the case of the crawler gear C3, the gear stages i_4, i_7 and i_1
based on the second clutch K2 are used, and both the subtransmissions are
coupled to one another when the coupling device S_ab2 is disengaged. In
the case of the crawler gear C4, the gear stages i_3, i_4 and i_2 based
on the first clutch K1 are used, and both the subtransmissions are
coupled to one another when the coupling device, S_ab2, is disengaged. In
the case of the crawler gear C5, the gear stages i_3, i_6 and i_2 based
on the first clutch K1 are used, and both the subtransmissions are
coupled to one another when the coupling device S_ab2 is disengaged. In
the case of the overdrive gear O1, the gear stages i_2, i_1 and i_7 based
on the second clutch K2 are used, whereby both the subtransmissions are
coupled to one another when the coupling device S_ab1 is disengaged. In
addition, for the overdrive gear O2, the gear stages i_6, i_3 and i_5
based on the second clutch K2 are used, and both the subtransmissions are
coupled to one another when the coupling device S_ab2 is disengaged.
Finally, in the case of the overdrive gear O3, the gear stages i_5, i_2
and i_6 based on the first clutch K1 are used, and both the
subtransmissions are coupled to one another when the coupling device
S_ab1 is disengaged.

[0192]It can be seen from the shift diagram illustrated in FIG. 14 that
for the first forward gear G1, the gear stages i_3, i_4 and i_2 are used
based on the first clutch K1, and both the subtransmissions get coupled
to one another via the shift element I. The gear stage i_2 is used for
the second forward gear G2, the gear stage i_3 is used for the third
forward gear G3, the gear stage i_4 is used for the fourth forward gear
G4, the gear stage i_5 is used for the fifth forward gear G5, the gear
stage i_6 is used for the sixth forward gear G6 and the gear stage i_7 is
used for the seventh forward gear G7. The gear stage i_8 based on the
first clutch K1 is used for the eighth forward gear G8. In addition, the
gear stages i_3, i_R and i_6 based on the first clutch K1 are used for
the reverse gear R1, and the subtransmissions are coupled when the
coupling device S_ab1 is disengaged. The gear stages i_3, i_R and i_2
based on the first clutch K1 are used for the next reverse gear R2, and
the subtransmissions are coupled when the coupling device S_ab1 is
disengaged. The gear stages i_8, i_R and i_2 based on the first clutch K1
are used for the reverse gear R3, and the subtransmissions are coupled
when the coupling device S_ab1 is disengaged. In the case of the crawler
gear C1, the gear stages i_2, i_7 and i_3 based on the second clutch K2
are used, and both the subtransmissions are coupled to one another when
the shift element K is engaged. The gear stages i_2, i_7 and i_5 based on
the second clutch K2 are used for the crawler gear C2, and both the
subtransmissions are coupled to one another when the shift element K is
engaged. In the case of the crawler gear C3, the gear stages i_2, i_5 and
i_3 based on the second clutch K2 are used, and both the subtransmissions
are coupled to one another when the coupling device S_ab2 is disengaged.
The gear stages i_4, i_3 and i_8 based on the second clutch K2 are used
for the overdrive gear O1, whereby both the subtransmissions are coupled
to one another when the shift element I is engaged. In addition, the gear
stages i_4, i_3 and i_7 based on the second clutch K2 are used for the
overdrive gear O2, and both the subtransmissions are coupled to one
another when the shift element I is engaged. The gear stages i_6, i_5 and
i_8 based on the second clutch K2 are used for the overdrive gear O3, and
the subtransmissions are coupled to one another when the coupling device
S_ab2 is disengaged. In the case of the overdrive gear O4, the gear
stages i_7, i_2 and i_4 based on the first clutch K1 are used, and the
subtransmissions are coupled to one another via the engaged shift element
K. In the case of the overdrive gear O5, the gear stages i_7, i_2 and i_6
based on the first clutch K1 are used, and the subtransmissions are
coupled to one another via the engaged shift element K. The gear stages
i_8, i_4 and i_6 based on the first clutch K1 are used for the overdrive
gear O6, and the subtransmissions are coupled to one another when the
coupling device S_ab1 is disengaged.

[0193]It can be seen from the shift diagram illustrated in FIG. 16 that
for the first forward gear G1, the gear stages i_3, i_4 and i_2 are used
based on the first clutch K1, and both the subtransmissions get coupled
to one another via the shift element I. The gear stage i_2 is used for
the second forward gear G2, the gear stage i_3 is used for the third
forward gear G3, the gear stage i_4 is used for the fourth forward gear
G4, the gear stage i_5 is used for the fifth forward gear G5, the gear
stage i_6 is used for the sixth forward gear G6 and the gear stage i_7 is
used for the seventh forward gear G7. In the case of the eighth forward
gear G8, based on the second clutch K2, the gear stages i_2, ZW_8 and i_7
are used, and both the subtransmissions are coupled to one another when
the coupling device S_ab1 is disengaged. In addition, the gear stages
i_R, i_5 and ZW_8 based on the second clutch K2 are used for the reverse
gear R1, and the subtransmissions are coupled when the coupling device
S_ab2 is disengaged. The gear stages i_R, i_7 and i_3 based on the first
clutch K2 are used for the next reverse gear R2, and the subtransmissions
are coupled when the coupling device S_ab2 is disengaged. The gear stages
i_R, i_7 and ZW_8 based on the second clutch K2 are used for the reverse
gear R3, and the subtransmissions are coupled when the coupling device
S_ab2 is disengaged. The gear stages ZW_8, i_4 and i_R based on the first
clutch K1 are used for the reverse gear R4, and the subtransmissions are
coupled when the coupling device S_ab1 is disengaged. The gear stages
i_4, i_3 and i_7 based on the second clutch K2 are used for the overdrive
gear O1, and both the subtransmissions are coupled to one another when
the shift element I is engaged. In addition, the gear stages i_6, i_5 and
i_7 based on the second clutch K2 are used for the overdrive gear O2, and
both the subtransmissions are coupled to one another when the shift
element K is engaged.

[0194]It can be seen from the shift diagram illustrated in FIG. 18 that
for the first forward gear G1, the gear stages i_3, i_4 and i_2 are used
based on the first clutch K1, and both the subtransmissions get coupled
to one another via the engaged shift element I. The gear stage i_2 is
used for the second forward gear G2, the gear stage i_3 is used for the
third forward gear G3, the gear stage i_4 is used for the fourth forward
gear G4, the gear stage i_5 is used for the fifth forward gear G5, the
gear stage i_6 is used for the sixth forward gear G6 and the gear stage
i_7 is used for the seventh forward gear G7. The gear stages i_3, i_4 and
ZW_8 based on the first clutch K1 are used for the eighth forward gear
G8, and both the subtransmissions are coupled when the shift element I is
engaged. In addition, the gear stages i_4, i_R and i_5 based on the
second clutch K2 are used for the reverse gear R1, and the
subtransmissions are coupled when the coupling device S_ab1 is
disengaged. In the case of the next reverse gear R2, based on the first
clutch K1, the gear stages i_R, ZW_8 and i_2 are used, and the
subtransmissions are coupled when the coupling device S_ab1 is
disengaged. In the case of the crawler gear C1, the gear stages i_2, i_7
and i_3 based on the second clutch K2 are used, and both the
subtransmissions are coupled to one another when the shift element K is
engaged. The gear stages i_2, i_7 and i_5 based on the second clutch K2
are used for the crawler gear C2, and both the subtransmissions are
coupled to one another when the shift element K is engaged. In the case
of the crawler gear C3, the gear stages i_2, i_5 and i_3 based on the
second clutch K2 are used, and both the subtransmissions are coupled to
one another when the coupling device S_ab2 is disengaged. The gear stages
i_4, i_3 and i_7 based on the second clutch K2 are used for the overdrive
gear O1, and both the subtransmissions are coupled to one another when
the shift element I is engaged. In addition, the gear stages i_7, i_2 and
i_4 based on the first clutch K1 are used for the overdrive gear O2, and
both the subtransmissions are coupled to one another when the shift
element K is engaged. Moreover, the gear stages i_7, i_2 and i_6 based on
the first clutch K1 are used for the overdrive gear O3, and both the
subtransmissions are coupled to one another when the shift element K is
engaged.

[0195]It can be seen from the shift diagram illustrated in FIG. 20 that
the gear stage i_1 based on the first clutch K1 is used for the first
forward gear G1. The gear stage i_2 is used for the second forward gear
G2, the gear stage i_3 is used for the third forward gear G3, the gear
stage i_4 is used for the fourth forward gear G4, the gear stage i_5 is
used for the fifth forward gear G5, the gear stage i_6 is used for the
sixth forward gear G6 and the gear stage i_7 is used for the seventh
forward gear G7. The gear stages i_5, i_2 and i_4 based on the first
clutch K1 are used for the eighth forward gear G8, and both the
subtransmissions are coupled when the coupling device S_ab1 is
disengaged. In addition, the gear stages i_R, i_5 and i_3 based on the
second clutch K2 are used for the reverse gear R1, whereby the
subtransmissions are coupled when the coupling device S_ab1 is
disengaged. The gear stages i_1, i_R and i_2 based on the first clutch K1
are used for the next reverse gear R2, and the subtransmissions are
coupled when the switch element I is engaged. In the case of the reverse
gear R3, the gear stages i_3, i_6 and i_R based on the first clutch K1
are used, and both the subtransmissions are coupled to one another when
the shift element K is engaged. In the case of the crawler gear C1, the
gear stages i_2, i_5 and i_3 based on the second clutch K2 are used, and
both the subtransmissions are coupled to one another when the coupling
device S_ab1 is disengaged. In the case of the crawler gear C2, the gear
stages i_4, i_7 and i_1 based on the second clutch K2 are used, and both
the subtransmissions are coupled to one another when the coupling device
S_ab2 is disengaged. In the case of the crawler gear C3, the gear stages
i_6, i_7 and i_1 based on the second clutch K2 are used, and both the
subtransmissions are coupled to one another when the coupling device
S_ab2 is disengaged. The gear stages i_3, i_6 and i_2 based on the first
clutch K1 are used for the crawler gear C4, and both the subtransmissions
are coupled to one another when the shift element K is engaged. In the
case of the crawler gear C5, the gear stages i_3, i_4 and i_2 based on
the first clutch K1 are used, and both the subtransmissions are coupled
to one another when the coupling device S_ab2 is disengaged. The gear
stages i_6, i_3 and i_5 based on the second clutch K2 are used for the
overdrive gear O1, and both the subtransmissions are coupled to one
another when the shift element K is engaged. In addition, the gear stages
i_6, i_3 and i_7 based on the second clutch K2 are used for the overdrive
gear O2, and both the subtransmissions are coupled to one another when
the shift element K is engaged. In the case of the overdrive gear O3, the
gear stages i_2, i_1 and i_7 based on the second clutch K2 are used, and
both the subtransmissions are coupled to one another when the coupling
device S_ab1 is disengaged. The gear stages i_5, i_2 and i_6 based on the
first clutch K1 are used for the overdrive gear O4, and both the
subtransmissions are coupled to one another when the coupling device
S_ab1 is disengaged.

[0196]The shift diagram according to FIG. 22 shows in detail that the gear
stage i_1 is used for the first forward gear G1 based on the first clutch
K1. For the second forward gear G2, the gear stage i_2 is used; for the
third forward gear G3, the gear stage i_3; for the fourth forward gear
G4, the gear stage i_4; for the fifth forward gear G5, the gear stage
i_5, for the sixth forward gear G6, the gear stage i_6 and for the
seventh forward gear G7, the gear stage i_7 is used. For the eighth
forward gear G8, the gear stages i_2, i_1 and i_7 are used based on the
second clutch K2, and the subtransmissions are coupled with opened
coupling device S_ab1. In addition, for the reverse gear R1, the gear
stages i_R, i_7 and i_1 are used based on the second clutch K2, and the
subtransmissions are coupled with activated shift element K. For the
additional reverse gear R2, the gear stages i_R, i_7 and i_3 are used
based on the second clutch K2, and the subtransmissions are coupled with
activated shift element K. For the reverse gear R3, the gear stages i_R,
i_3 and i_1 are used based on the second clutch K2, and the two
subtransmissions are coupled together with opened coupling device S_ab2.
For the reverse gear R4, the gear stages i_1, i_4 and i_R are used based
on the first clutch K1, and the two subtransmissions are coupled together
with opened coupling device S_ab1. For the reverse gear R5, the gear
stages i_3, i_R and i_2 are used based on the first clutch K1, and the
two subtransmissions are coupled together with opened coupling device
S_ab2. For the crawler gear C1, the gear stages i_2, i_5 and i_1 are used
based on the second clutch K2, and the two subtransmissions are coupled
together with activated shift element I. For the crawler gear C2, the
gear stages i_2, i_5 and i_3 are used based on the second clutch K2, and
the two subtransmissions are coupled together with activated shift
element I. For the crawler gear C3, the gear stages i_6, i_7 and i_1 are
used based on the second clutch K2, and the two subtransmissions are
coupled together with opened coupling device S_ab2. For the crawler gear
C4, the gear stages i_3, i_6 and i_4 are used based on the first clutch
K1, and the two subtransmissions are coupled together with opened
coupling device S_ab2. For the crawler gear C5, the gear stages i_3, i_6
and i_2 are used based on the first clutch K1, and the two
subtransmissions are coupled together with opened coupling device S_ab2.
For the overdrive gear O1, the gear stages i_4, i_1 and i_7 are used
based on the second clutch K2, and the two subtransmissions are coupled
together with opened coupling device S_ab1. In addition, for the
overdrive gear O2, the gear stages i_6, i_3 and i_5 are used based on the
second clutch K2, and the two subtransmissions are coupled together with
opened coupling device S_ab2. For the overdrive gear O3, the gear stages
i_5, i_2 and i_6 are used based on the first clutch K1, and the
subtransmissions are coupled together with activated shift element I.

[0197]The shift diagram according to FIG. 24 shows in detail that for the
first forward gear G1, the gear stages i_3, i_4 and i_2 are used based on
the first clutch K1, and the two subtransmissions are coupled together
with opened coupling device S_ab1. For the second forward gear G2, the
gear stage i_2 is used; for the third forward gear G3, the gear stage
i_3; for the fourth forward gear G4, the gear stage i_4; for the fifth
forward gear G5, the gear stage i_5, for the sixth forward gear G6, the
gear stage i_6 and for the seventh forward gear G7, the gear stage i_7 is
used. For the eighth forward gear G8, the gear stage i_8 is used based on
the first clutch K1. In addition, for the reverse gear R1, the gear
stages i_8, i_R and i_2 are used based on the first clutch K1, and the
subtransmissions are coupled with opened coupling device S_ab1. For the
additional reverse gear R2, the gear stages i_3, i_R and i_6 are used
based on the first clutch K1, and the subtransmissions are coupled with
opened coupling device S_ab1. For the reverse gear R3, the gear stages
i_3, i_R and i_2 are used based on the first clutch K1, and the
subtransmissions are coupled with opened coupling device S_ab1. For the
crawler gear C1, the gear stages i_4, i_8 and i_3 are used based on the
second clutch K2, and the two subtransmissions are coupled together with
activated shift element I. For the crawler gear C2, the gear stages i_2,
i_5 and i_3 are used based on the second clutch K2, and the two
subtransmissions are coupled together with activated shift element K. For
the crawler gear C3, the gear stages i_2, i_7 and i_3 are used based on
the second clutch K2, and the two subtransmissions are coupled together
with opened coupling device S_ab2. For the overdrive gear O1, the gear
stages i_4, i_3 and i_7 are used based on the second clutch K2, and the
two subtransmissions are coupled together with opened coupling device
S_ab1. In addition, for the overdrive gear O2, the gear stages i_6, i_5
and i_8 are used based on the second clutch K2, and the two
subtransmissions are coupled together with opened coupling device S_ab2.
In addition, for the overdrive gear O3, the gear stages i_8, i_4 and i_6
are used based on the first clutch K1, and the two subtransmissions are
coupled together with activated shift element I. For the overdrive gear
O4, the gear stages i_5, i_2 and i_6 are used based on the first clutch
K1, and the two subtransmissions are coupled together with activated
shift element K. For the overdrive gear O5, the gear stages i_7, i_2 and
i_4 are used based on the first clutch K1, and the two subtransmissions
are coupled together with opened coupling device S_ab2.

[0198]The shift diagram according to FIG. 26 shows in detail that for the
first forward gear G1, the gear stages i_5, i_6 and i_2 are used based on
the first clutch K1, and the subtransmissions are coupled with opened
coupling device S_ab1. For the second forward gear G2, the gear stage i_2
is used; for the third forward gear G3, the gear stage i_3; for the
fourth forward gear G4, the gear stage i_4; for the fifth forward gear
G5, the gear stage i_5, for the sixth forward gear G6, the gear stage i_6
and for the seventh forward gear G7, the gear stage i_7 is used. For the
eighth forward gear G8, the gear stages ZW_8, i_6 and i_4 are used based
on the first clutch K1, and the subtransmissions are coupled with opened
coupling device S_ab1. In addition, for the reverse gear R1, the gear
stages i_R, ZW_8 and i_3 are used based on the second clutch K2, and the
subtransmissions are coupled with opened coupling device S_ab1. For the
additional reverse gear R2, the gear stages i_R, ZW_8 and i_7 are used
based on the second clutch K2, and the subtransmissions are coupled with
opened coupling device S_ab1. For the crawler gear C1, the gear stages
i_2, i_7 and i_5 are used based on the second clutch K2, whereas the two
subtransmissions are coupled together with opened coupling device S_ab2.
For the overdrive gear O1, the gear stages i_6, i_5 and i_7 are used
based on the second clutch K2, and the two subtransmissions are coupled
together with opened coupling device S_ab1. In addition, for the
overdrive gear O2, the gear stages i_7, i_4 and i_6 are used based on the
first clutch K1, and the two subtransmissions are coupled together with
opened coupling device S_ab2. Finally, for the overdrive gear O3, the
gear stages i_7, i_2 and i_6 are used based on the first clutch K1, and
the subtransmissions are coupled together with opened coupling device
S_ab2.

[0199]The shift diagram according to FIG. 28 shows in detail that for the
first forward gear G1, the gear stages i_5, i_6 and i_2 are used based on
the first clutch K1, and the subtransmissions are coupled with opened
coupling device S_ab1. For the second forward gear G2, the gear stage i_2
is used; for the third forward gear G3, the gear stage i_3; for the
fourth forward gear G4, the gear stage i_4; for the fifth forward gear
G5, the gear stage i_5, for the sixth forward gear G6, the gear stage i_6
and for the seventh forward gear G7, the gear stage i_7 is used. For the
eighth forward gear G8, the gear stages i_3, i_2 and i_6 are used based
on the first clutch K1, and the subtransmissions are coupled with
activated shift element K. In addition, for the reverse gear R1, the gear
stages i_6, i_R and i_3 are used based on the second clutch K2, and the
subtransmissions are coupled with opened coupling device S_ab1. For the
additional reverse gear R2, the gear stages i_4, i_R and i_3 are used
based on the second clutch K2, and the subtransmissions are coupled with
opened coupling device S_ab1. For the reverse gear R3, the gear stages
i_4, i_R and i_7 are used based on the second clutch K2, and the
subtransmissions are coupled with opened coupling device S_ab1. For the
crawler gear C1, the gear stages i_2, i_7 and i_5 are used based on the
second clutch K2, and the two subtransmissions are coupled together with
opened coupling device S_ab2. For the overdrive gear O1, the gear stages
i_6, i_5 and i_7 are used based on the second clutch K2, and the two
subtransmissions are coupled together with opened coupling device S_ab1.
In addition, for the overdrive gear O2, the gear stages i_5, i_4 and i_6
are used based on the first clutch K1, and the two subtransmissions are
coupled together with activated shift element I. For the overdrive gear
O3, the gear stages i_7, i_2 and i_6 are used based on the first clutch
K1, and the subtransmissions are coupled together with opened coupling
device S_ab2. For the overdrive gear O4, the gear stages i_7, i_2 and i_4
are used based on the first clutch K1, and the subtransmissions are
coupled together with opened coupling device S_ab2.

[0200]The shift diagram according to FIG. 30 shows in detail that for the
first forward gear G1, the gear stages i_3, i_4 and i_2 are used based on
the first clutch K1, and the subtransmissions are coupled with activated
shift element K. For the second forward gear G2, the gear stage i_2 is
used; for the third forward gear G3, the gear stage i_3; for the fourth
forward gear G4, the gear stage i_4; for the fifth forward gear G5, the
gear stage i_5, for the sixth forward gear G6, the gear stage i_6 and for
the seventh forward gear G7, the gear stage i_7 is used. For the eighth
forward gear G8, the gear stage i_8 is used based on the first clutch K1.
In addition, for the reverse gear R1, the gear stages i_R, i_8 and i_3
are used based on the second clutch K2, and the subtransmissions are
coupled with opened coupling device S_ab1. For the crawler gear C1, the
gear stages i_2, i_7 and i_5 are used based on the second clutch K2, and
the two subtransmissions are coupled together with opened coupling device
S_ab2. For the overdrive gear O1, the gear stages i_4, i_3 and i_8 are
used based on the second clutch K2, and the two subtransmissions are
coupled together with activated shift element K. In addition, for the
overdrive gear O2, the gear stages i_4, i_3 and i_7 are used based on the
second clutch K2, and the two subtransmissions are coupled together with
activated shift element K. For the overdrive gear O3, the gear stages
i_6, i_5 and i_7 are used based on the second clutch K2, and the
subtransmissions are coupled together with opened coupling device S_ab1.
For the overdrive gear O4, the gear stages i_7, i_2 and i_6 are used
based on the first clutch K1, and the subtransmissions are coupled
together with opened coupling device S_ab2. For the overdrive gear O5,
the gear stages i_7, i_4 and i_6 are used based on the first clutch K1,
and the subtransmissions are coupled together with opened coupling device
S_ab2.

[0201]The shift diagram according to FIG. 32 shows in detail that for the
first forward gear G1, the gear stages i_3, i_4 and i_2 are used based on
the first clutch K1, and the subtransmissions are coupled with opened
coupling device S_ab1. For the second forward gear G2, the gear stage i_2
is used; for the third forward gear G3, the gear stage i_3; for the
fourth forward gear G4, the gear stage i_4; for the fifth forward gear
G5, the gear stage i_5, for the sixth forward gear G6, the gear stage i_6
and for the seventh forward gear G7, the gear stage i_7 is used. For the
eighth forward gear G8, the gear stages i_5, i_2 and i_4 are used based
on the first clutch K1, and the two subtransmissions are coupled together
with activated shift element K. In addition, for the reverse gear R1, the
gear stages i_3, i_R and i_6 are used based on the first clutch K1, and
the subtransmissions are coupled with opened coupling device S_ab1. For
the reverse gear R2, the gear stages i_3, i_R and i_2 are used based on
the first clutch K1, and the subtransmissions are coupled with opened
coupling device S_ab1. For the reverse gear R3, the gear stages i_4, x_3
and i_3 are used based on the second clutch K2, and the subtransmissions
are coupled with activated shift element I. For the reverse gear R4, the
gear stages i_4, x_3 and i_5 are used based on the second clutch K2, and
the subtransmissions are coupled with activated shift element I. For the
reverse gear R5, the gear stages i_4, x_3 and i_7 are used based on the
second clutch K2, and the subtransmissions are coupled with activated
shift element I. For the reverse gear R6, the gear stage x_3 is used
based on the first clutch K1. For the crawler gear C1, the gear stages
i_2, i_5 and i_3 are used based on the second clutch K2, and the two
subtransmissions are coupled together with activated shift element K. For
the crawler gear C2, the gear stages i_2, i_7 and i_3 are used based on
the second clutch K2, and the two subtransmissions are coupled together
with opened coupling device S_ab2. For the overdrive gear O1, the gear
stages i_4, i_3 and i_7 are used based on the second clutch K2, and the
two subtransmissions are coupled together with opened coupling device
S_ab1. In addition, for the overdrive gear O2, the gear stages i_5, i_2
and i_6 are used based on the first clutch K1, and the two
subtransmissions are coupled together with activated shift element K. For
the overdrive gear O3, the gear stages i_7, i_6 and i_4 are used based on
the first clutch K1, and the subtransmissions are coupled together with
opened coupling device S_ab2.

[0202]The shift diagram according to FIG. 34 shows in detail that for the
first forward gear G1, the gear stages i_3, i_4 and i_2 are used based on
the first clutch K1, and the subtransmissions are coupled with opened
coupling device S_ab1. For the second forward gear G2, the gear stage i_2
is used; for the third forward gear G3, the gear stage i_3; for the
fourth forward gear G4, the gear stage i_4; for the fifth forward gear
G5, the gear stage i_5, for the sixth forward gear G6, the gear stage i_6
and for the seventh forward gear G7, the gear stage i_7 is used. For the
eighth forward gear G8, the gear stages i_7, ZW_8 and i_6 are used based
on the first clutch K1, and the two subtransmissions are coupled together
with activated shift element K. In addition, for the reverse gear R1, the
gear stages i_6, i_R and i_3 are used based on the second clutch K2, and
the subtransmissions are coupled with activated shift element I. For the
reverse gear R2, the gear stages i_6, i_R and i_5 are used based on the
second clutch K2, and the subtransmissions are coupled with activated
shift element I. For the reverse gear R3, the gear stages i_4, i_R and
i_7 are used based on the second clutch K2, and the subtransmissions are
coupled with opened coupling device S_ab1. For the reverse gear R4, the
gear stages i_4, i_R and i_5 are used based on the second clutch K2, and
the subtransmissions are coupled with opened coupling device S_ab1. For
the crawler gear C1, the gear stages i_2, i_7 and i_3 are used based on
the second clutch K2, and the two subtransmissions are coupled together
with opened coupling device S_ab2. For the crawler gear C2, the gear
stages i_2, i_5 and i_3 are used based on the second clutch K2, and the
two subtransmissions are coupled together with opened coupling device
S_ab2. For the crawler gear C3, the gear stages i_3, i_6 and i_2 are used
based on the second clutch K2, and the two subtransmissions are coupled
together with opened coupling device S_ab1. For the overdrive gear O1,
the gear stages i_4, i_3 and i_7 are used based on the second clutch K2,
and the two subtransmissions are coupled together with opened coupling
device S_ab1. For the overdrive gear O2, the gear stages i_6, i_3 and i_7
are used based on the second clutch K2, and the two subtransmissions are
coupled together with opened coupling device S_ab1. For the overdrive
gear O3, the gear stages i_6, i_3 and i_5 are used based on the second
clutch K2, and the two subtransmissions are coupled together with opened
coupling device S_ab1. For the overdrive gear O4, the gear stages i_7,
i_2 and i_4 are used based on the first clutch K1, and the
subtransmissions are coupled together with opened coupling device S_ab2.
For the overdrive gear O5, the gear stages i_7, i_2 and i_6 are used
based on the first clutch K1, and the subtransmissions are coupled
together with opened coupling device S_ab2. For the overdrive gear O6,
the gear stages i_5, i_2 and i_6 are used based on the first clutch K1,
and the subtransmissions are coupled together with opened coupling device
S_ab2.

[0203]The shift diagram according to FIG. 36 shows in detail that the gear
stage i_1 is used for the first forward gear G1 based on the first clutch
K1. For the second forward gear G2, the gear stage i_2 is used; for the
third forward gear G3, the gear stage i_3; for the fourth forward gear
G4, the gear stage i_4; for the fifth forward gear G5, the gear stage
i_5, for the sixth forward gear G6, the gear stage i_6 and for the
seventh forward gear G7, the gear stage i_7 is used. For the eighth
forward gear G8, the gear stages i_2, i_1 and i_7 are used based on the
second clutch K2, and the two subtransmissions are coupled together with
opened coupling device S_ab1. In addition, for the reverse gear R1, the
gear stages i_5, i_R and i_2 are used based on the first clutch K1, and
the subtransmissions are coupled with activated shift element K. For the
reverse gear R2, the gear stages i_5, i_R and i_4 are used based on the
first clutch K1, and the subtransmissions are coupled with activated
shift element K. For the reverse gear R3, the gear stages i_5, i_R and
i_6 are used based on the first clutch K1, and the subtransmissions are
coupled with activated shift element K. For the reverse gear R4, the gear
stages i_7, i_R and i_2 are used based on the first clutch K1, and the
subtransmissions are coupled with opened coupling device S_ab2. For the
reverse gear R5, the gear stages i_7, i_R and i_4 are used based on the
first clutch K1, and the subtransmissions are coupled with opened
coupling device S_ab2. For the crawler gear C1, the gear stages i_6, i_7
and i_1 are used based on the second clutch K2, and the two
subtransmissions are coupled together with opened coupling device S_ab2.
For the crawler gear C2, the gear stages i_1, i_4 and i_2 are used based
on the first clutch K1, and the two subtransmissions are coupled together
with activated shift element I. For the crawler gear C3, the gear stages
i_5, i_6 and i_2 are used based on the first clutch K1, and the two
subtransmissions are coupled together with opened coupling device S_ab2.
For the overdrive gear O1, the gear stages i_4, i_1 and i_5 are used
based on the second clutch K2, and the two subtransmissions are coupled
together with activated shift element I. For the overdrive gear O2, the
gear stages i_4, i_1 and i_7 are used based on the second clutch K2, and
the two subtransmissions are coupled together with activated shift
element I. For the overdrive gear O3, the gear stages i_4, i_3 and i_7
are used based on the second clutch K2, and the two subtransmissions are
coupled together with opened coupling device S_ab1.

[0204]In summary, in the 1st to 5th embodiment variants
according to FIGS. 1 to 10 with a winding path gear coupling device S_ab1
and with the winding path gear shift elements I and K, there is a winding
path gear in the first forward gear via the gear stages i_3, i_4, and
i_2, whereas the eighth forward gear is not power-shiftable.

[0205]The 1st embodiment variant has three dual gear planes and two
single gear planes. In addition, there is an additional overdrive gear O1
power-shiftable to the seventh forward gear as an alternative
power-shiftable eighth forward gear, which can save fuel.

[0206]Specifically, in the first embodiment variant, the idler gear 8 is
used for a forward gear G6, O2 and for two reverse gears R1, R2, and the
idler gear 12 is used for three forward gears G1, G2, O2 in the first
gear plane 8-12 designed as a dual gear plane. On the second gear plane
9-13 designed as a dual gear plane, the idler gear 9 is used for a
forward gear G8 and the idler gear 13 is used for three forward gears G1,
G4, O1. On the third gear plane 10-3 designed as a single gear plane, the
idler gear 10 is used for three forward gears G7, G8, O1. On the fourth
gear plane 4-14 designed as a single gear plane, the idler gear 14 is
used for three forward gears G1, G3, O1 as well as for one reverse gear
R1. On the fifth gear plane 11-15 designed as a dual gear plane, the
idler gear 11 is used for two reverse gears R1, R2 and the idler gear 15
is used for three forward gears G5, G8, O2 as well as one reverse gear
R2.

[0207]In summary, in the 2nd embodiment variant according to FIGS. 3
and 4 with one dual gear plane and five single gear planes, there are
three crawler gears C1, C2, C3 for improved off-road driving
characteristics.

[0208]Specifically, in the second embodiment variant, the idler gear 8 is
used for two reverse gears R1, R2 and the idler gear 12 is used for six
forward gears G6, C3, O2, O3, O4, O5 as well as for one reverse gear R2
on the first gear plane 8-12 designed as a gear plane. On the second gear
plane 9-2 designed as a single gear plane, the idler gear 9 is used for
nine forward gears G1, G2, G8, C1, C2, C3, O4, O5, O6 as well as for one
reverse gear R2. On the third gear plane 3-13 designed as a single gear
plane, the idler gear 13 is used for five forward gears G1, G4, G8, O1,
O6. On the fourth gear plane 10-4 designed as a single gear plane, the
idler gear 10 is used for five forward gears G5, G8, C1, O2, O4. On the
fifth gear plane 5-14 designed as a single gear plane, the idler gear 14
is used for eight forward gears G1, G3, C1, C2, C3, O1, O2, O3 as well as
for two reverse gears R1, R2. On the sixth gear plane 11-6 designed as a
single gear plane, the idler gear 11 is used for six forward gears G7,
C2, O1, O3, O5, O6 as well as for one reverse gear R1.

[0209]In summary, in the third embodiment variant according to FIGS. 5 and
6 with two dual gear planes and three single gear planes, there is one
reverse gear R1 power-shiftable to the second forward gear, which enables
rocking free.

[0210]Specifically, in the third embodiment variant, the idler gear 8 is
used for four forward gears G1, G2, G8, O2 as well as for one reverse
gear R1 and the idler gear 12 is used for three forward gears G6, G8, O2
as well as for two reverse gears R2, R3 on the first gear plane 8-12
designed as a dual gear plane. On the second gear plane 9-13 designed as
a dual gear plane, the idler gear 9 is used for three forward gears G1,
G4, O1 as well as one reverse gear R3 and the idler gear 13 is used for
one reverse gear R1. On the third gear plane 10-3 designed as a single
gear plane, the idler gear 10 is used for four forward gears G1, G3, G8,
O1 as well as for one reverse gear R2. On the fourth gear plane 4-14
designed as a single gear plane, the idler gear 14 is used for two
forward gears G7, O1 as well as for one reverse gear R1. On the fifth
gear plane 11-5 designed as a single gear plane, the idler gear 11 is
used for two forward gears G5, O2 as well as for one reverse gear R3.

[0211]In summary, for the fourth embodiment variant according to FIGS. 7
and 8 with two dual gear planes and four single gear planes there are
three alternative reverse gears.

[0212]Specifically, in the fourth embodiment variant, the idler gear 8 is
used for three reverse gears R1, R2, R3 and the idler gear 12 is used for
three forward gears G1, G2, O2 on the first gear plane 8-12 designed as a
dual gear plane. On the second gear plane 9-13 designed as a dual gear
plane, the idler gear 9 is used for three forward gears G6, G8, O2 and
the idler gear 13 is used for four forward gears G1, G4, G8, O1. On the
third gear plane 10-3 designed as a single gear plane, the idler gear 10
is used for one forward gear G8 as well as for two reverse gears R1, R2.
On the fourth gear plane 4-14 designed as a single gear plane, the idler
gear 14 is used for three forward gears G1, G3, O3 as well as for two
reverse gears R1, R3. On the fifth gear plane 11-5 designed as a single
gear plane, the idler gear 11 is used for two forward gears G7, O1 as
well as for one reverse gear R3. On the sixth gear plane 6-15 designed as
a single gear plane, the idler gear 15 is used for two forward gears G5,
O2 as well as for one reverse gear R2.

[0213]In summary, in the fifth embodiment variant according to FIGS. 9 and
10 there is a first forward gear as winding path gear via the gear stages
i_5, i_6 and i_2. With the three dual gear planes and the one single gear
plane, there are two additional overdrive gears O1, O2 power-shiftable to
the seventh forward gear as alternative power-shiftable eighth forward
gears, which saves fuel.

[0214]Specifically, in the 5th embodiment variant, the idler gear 8
is used for three forward gears G1, G2, G8 as well as for two reverse
gears R1, R2 and the idler gear 12 is used for four forward gears G4, G8,
C1, O3 on the first gear plane 8-12 designed as a dual gear plane. On the
second gear plane 9-13 designed as a dual gear plane, the idler gear 9 is
used for five forward gears G1, G6, O1, O2, O3 and the idler gear 13 is
used for two reverse gears R1, R2. On the third gear plane 10-14 designed
as a dual gear plane, the idler gear 10 is used for four forward gears
G1, G5, G8, O1 and the idler gear 14 is used for five forward gears G7,
C1, O1, O2, O3 as well as for one reverse gear R1. On the third gear
plane 11-4 designed as a single gear plane, the idler gear 11 is used for
three forward gears G3, C1, O2.

[0215]In summary, in the 6th, 7th, 8th and 9th
embodiment variants according to the FIGS. 11-18, there is a winding path
gear coupling device S_ab1 and a winding path gear shift element I as
well as three dual gear planes and two single gear planes.

[0216]In the 6th embodiment variant, there is a reverse gear R1
power-shiftable to the first forward gear, which enables rocking free. In
addition, there can be an additional overdrive gear O1 power-shiftable to
the seventh forward gear as an alternative power-shiftable eighth forward
gear, to save fuel.

[0217]Specifically, in the 6th embodiment variant, the idler gear 8
is used for seven forward gears G2, G8, C2, C4, C5, O2, O3 and the idler
gear 12 is used for four forward gears G4, G8, C3, C4 on the first gear
plane 8-12 designed as a dual gear plane. In the second gear plane 9-13
designed as a dual gear plane, the idler gear 9 is used for three reverse
gears R1, R2, R3 and the idler gear 13 is used for five forward gears G6,
C1, C5, O2, O3 as well as for one reverse gear R3. In the third gear
plane 10-3 designed as a single gear plane, the idler gear 10 is used for
five forward gear G5, G8, C2, O2, O3 as well as for two reverse gears R1,
R2. In the fourth gear plane 4-14 designed as a single gear plane, the
idler gear 14 is used for four forward gears G7, C1, C3, O1 as well as
for two reverse gears R2, R3. In the fifth gear plane 11-15 designed as a
dual gear plane, the idler gear 11 is used for four forward gears G1, C1,
C3, O1 as well as for one reverse gear R1 and the idler gear 15 is used
for five forward gears G3, C2, C4, C5, O2 as well as for two reverse
gears R2, R3.

[0218]In the 7th embodiment variant, there is an eighth forward gear
that is not wound and not power-shiftable, whereas there can be a
power-shiftable, additional overdrive gear O1, O3 to the eighth forward
gear as alternative power-shiftable ninth forward gear, with which fuel
savings can be realized.

[0219]Specifically, in the 7th embodiment variant, the idler gear 8
is used for three reverse gears R1, R2, R3 and the idler gear 12 is used
for four forward gears G6, O3, O5, O6 as well as one reverse gear R1 on
the first gear plane 8-12 designed as a dual gear plane. In the second
gear plane 9-13 designed as a dual gear plane, the idler gear 9 is used
for six forward gears G1, G4, O1, O2, O4, O6 and the idler gear 13 is
used for seven forward gears G1, G2, C1, C2, C3, O4, O5 as well as for
two reverse gears R2, R3. In the third gear plane 10-3 designed as a
single gear plane, the idler gear 10 is used for six forward gears G1,
G3, C1, C3, O1, O2 as well as for two reverse gears R1, R2. In the fourth
gear plane 4-14 designed as a single gear plane, the idler gear 14 is
used for six forward gears G7, C1, C2, O2, O4, O5. In the fifth gear
plane 11-15 designed as a dual gear plane, the idler gear 11 is used for
four forward gears G8, O1, O3, O6 as well as for one reverse gear R3 and
the idler gear 15 is used for four forward gears G5, C2, C3, O3.

[0220]In the 8th embodiment variant not only is the first gear a
winding path gear but also the eighth gear, and the eighth gear can also
be executed as power-shiftable. In addition, there can be two additional
overdrive gears O1, O2 power-shiftable to the seventh gear as alternative
power-shiftable eighth gears, which can save fuel.

[0221]Specifically, in the 8th embodiment variant, the idler gear 8
is used for two forward gears G1, G8 and the idler gear 12 is used for
four reverse gears R1, R2, R3, R4 on the first gear plane 8-12 designed
as a dual gear plane. In the second gear plane 9-13 designed as a dual
gear plane, the idler gear 9 is used for three forward gears G1, G4, O1
as well as for one reverse gear R4 and the idler gear 13 is used for two
forward gears G6, O2. In the third gear plane 10-14 designed as a dual
gear plane, the idler gear 10 is used for three forward gears G1, G3, O1
as well as for one reverse gear R2 and the idler gear 14 is used for two
forward gears G5, O2 as well as for one reverse gear R1. In the third
gear plane 11-4 designed as a single gear plane, the idler gear 11 is
used for one forward gear G8 as well as for three reverse gears R1, R3,
R4. In the fourth gear plane 5-15 designed as a single gear plane, the
idler gear 15 is used for four forward gears G7, G8, O1, O2 as well as
for two reverse gears R2, R3.

[0222]In the 9th embodiment variant, the first forward gear and the
eighth forward gear are winding path gears, and the eighth forward gear
is not power-shiftable. In addition, there is a reverse gear R2 that is
power-shiftable to the second forward gear, which enables rocking free.

[0223]Specifically, in the 9th embodiment variant, the idler gear 8
is used for one forward gear G8 as well as for one reverse gear R2 and
the idler gear 12 is used for two forward gears G6, O3 on the first gear
plane 8-12 designed as a dual gear plane. In the second gear plane 9-13
designed as a dual gear plane, the idler gear 9 is used for five forward
gears G1, G4, G8, O1, O2 as well as for one reverse gear R1 and the idler
gear 13 is used for seven forward gears G1, G2, C1, C2, C3, O2, O3 as
well as for one reverse gear R2. In the third gear plane 10-3 designed as
a single gear plane, the idler gear 10 is used for six forward gears G1,
G3, G8, C1, C3, O1. In the fourth gear plane 4-14 designed as a single
gear plane, the idler gear 14 is used for six forward gears G7, C1, C2,
O1, O2, O3. In the fifth gear plane 11-15 designed as a dual gear plane,
the idler gear 11 is used for a two reverse gears R1, R2 and the idler
gear 15 is used for three forward gears G5, C2, C3 as well as for one
reverse gear R1.

[0224]In summary, in the 10th, 11th, 12th and 13th
embodiment variants according to the FIGS. 19 to 26, there is only a
winding path gear coupling device S_ab1 without an additional winding
path gear shift element, whereas three dual gear planes and two single
wheel planes are realized.

[0225]In the 10th embodiment variant, there is an unwound first
forward gear. In addition, there are two additional overdrive gears O2,
O3 power-shiftable to the seventh forward gear as alternative eighth
forward gears to save fuel.

[0226]Specifically, in the 10th embodiment variant, the idler gear 8
is used for seven forward gears G2, G8, C1, C4, C5, O3, O4 as well as one
reverse gear R2 and the idler gear 12 is used for four forward gears G4,
G8, C2, C5 in the first gear plane 8-12 designed as a dual gear plane. In
the second gear plane 9-13 designed as a dual gear plane, the idler gear
9 is used for three reverse gears R1, R2, R3 and the idler gear 13 is
used for six forward gears G6, C3, C4, O1, O3, O4 as well as one reverse
gear R3. In the third gear plane 10-14 designed as a dual gear plane, the
idler gear 10 is used for four forward gears G1, C2, C3, O3 as well as
for one reverse gear R2 and the idler gear 14 is used for six forward
gears G3, C1, C4, C5, O1, O2 as well as for two reverse gears R1, R3. In
the fourth gear plane 11-4 designed as a single gear plane, the idler
gear 11 is used for four forward gears G5, C1, O1, O4 as well as for one
reverse gear R1. In the fifth gear plane 5-15 designed as a single gear
plane, the idler gear 15 is used for five forward gears G7, C2, C3, O2,
O3.

[0227]In the 11th embodiment variant there is a non-winding first
forward gear and a power-shiftable eighth forward gear as winding path
gear. In addition, there is an additional overdrive gear O1
power-shiftable to the seventh forward gear as an alternative
power-shiftable eighth forward gear to save fuel.

[0228]Specifically, in the 11th embodiment variant according to FIG.
21, the idler gear 8 is used for three forward gears G4, C4, O1 as well
as for one reverse gear R4 and the idler gear 12 is used for six forward
gears G6, C3, C4, C5, O2, O3 in the first gear plane 8-12 designed as a
dual gear plane. In the second gear plane 9-13 designed as a dual gear
plane, the idler gear 9 is used for six forward gears G2, G8, C1, C2, C5,
O3 as well as for one reverse gear R5 and the idler gear 13 is used for
five reverse gears R1, R2, R3, R4, R5. In the third gear plane 10-3
designed as a single gear plane, the idler gear 10 is used for five
forward gears G5, C1, C2, O2, O3. In the fourth gear plane 4-14 designed
as a single gear plane, the idler gear 14 is used for four forward gears
G7, G8, C3, O1 as well as for two reverse gears R1, R2. In the fifth gear
plane 11-15 designed as a dual gear plane, the idler gear 11 is used for
five forward gears G1, G8, C1, C3, O1 as well as for three reverse gears
R1, R3, R4 and the idler gear 15 is used for five forward gears G3, C2,
C4, C5, O2 as well as for three reverse gears R2, R3, R5.

[0229]In the 12th embodiment variant according to FIG. 23, there are
a first power-shiftable winding path gear as first forward gear and two
reverse gears R1, R3 power-shiftable to the second forward gear, which
enables rocking free.

[0230]Specifically, in the 12th embodiment variant, the idler gear 8
is used for three reverse gears R1, R2, R3 and the idler gear 12 is used
for four forward gears G6, O2, O3, O4 as well as for one reverse gear R2
in the first gear plane 8-12 designed as a dual gear plane. In the second
gear plane 9-13 designed as a dual gear plane, the idler gear 9 is used
for six forward gears G1, G4, C1, O1, O3, O5 and the idler gear 13 is
used for six forward gears G1, G2, C2, C3, O4, O5 as well as for two
reverse gears R1, R3. In the third gear plane 10-14 designed as a dual
gear plane, the idler gear 10 is used for four forward gears G8, C1, O2,
O3 as well as for one reverse gear R1 and the idler gear 14 is used for
four forward gears G5, C2, O2, O4. In the fourth gear plane 11-4 designed
as a single gear plane, the idler gear 11 is used for six forward gears
G1, G3, C1, C2, C3, O1 as well as for two reverse gears R2, R3. In the
fifth gear plane 5-15 designed as a single gear plane, the idler gear 15
is used for four forward gears G7, C3, O1, O5.

[0231]In the 13th embodiment variant there are four dual gear planes,
with the first forward gear and the eighth forward gear being executable
as winding path gears. In addition, there can be an additional overdrive
gear O1 power-shiftable to the seventh forward gear as an alternative
power-shiftable eighth forward gear to save fuel. Also, two reverse gears
R1, R2 can be shifted.

[0232]Specifically, in the 13th embodiment variant, the idler gear 8
is used for six forward gears G1, G6, G8, O1, O2, O3 and the idler gear
12 is used for three forward gears G4, G8, O2 at the first gear plane
8-12 designed as a dual gear plane. In the second gear plane 9-13
designed as a dual gear plane, the idler gear 9 is used for a two reverse
gears R1, R2 and the idler gear 13 is used for four forward gears G1, G2,
C1, O3. In the third gear plane 10-14 designed as a dual gear plane, the
idler gear 10 is used for four forward gears G1, G5, C1, O1 and the idler
gear 14 is used for one forward gears G3 as well as for one reverse gear
R1. In the fourth gear plane 11-15 designed as a dual gear plane, the
idler gear 11 is used for one forward gear G8 as well as for two reverse
gears R1, R2 and the idler gear 15 is used for five forward gears G7, C1,
O1, O2, O3 as well as for one reverse gear R2.

[0233]In summary, in the 14th, 15th, 16th, 17th and
18th embodiment variants according to FIGS. 27 to 36, there is a
winding path gear coupling device S_ab1 with a winding path gear shift
element K.

[0234]In the 14th embodiment variant according to FIG. 27, there are
also three dual gear planes and one single gear plane, the first forward
gear and the eighth forward gear each are executable as winding path
gears. In addition, there is an additional overdrive gear O1
power-shiftable to the seventh forward gear as an alternative
power-shiftable eighth forward gear to save fuel. In addition, the gear
set can be manufactured with very minimal construction costs due to its
simple design.

[0235]Specifically, in the 14th embodiment variant, the idler gear 8
is used for six forward gears G1, G6, G8, O1, O2, O3 as well as for one
reverse gear R1 in the first gear plane 8-1 designed as a single gear
plane. In the second gear plane 9-13 designed as a dual gear plane, the
idler gear 9 is used for a three forward gears G4, O2, O4 as well as for
two reverse gears R2, R3 and the idler gear 13 is used for six forward
gears G1, G2, G8, C1, O3, O4. In the third gear plane 10-14 designed as a
dual gear plane, the idler gear 10 is used for five forward gears G1, G5,
C1, O1, O2 and the idler gear 14 is used for two forward gears G3, G8 as
well as for two reverse gears R1, R2. In the fourth gear plane 11-15
designed as a dual gear plane, the idler gear 11 is used for three
reverse gears R1, R2, R3 and the idler gear 15 is used for five forward
gears G7, C1, O1, O3, O4 as well as for one reverse gear R3.

[0236]In the 15th embodiment variant according to FIG. 29, there is a
dual gear plane and six single gear planes, whereas a winding path gear
is the first forward gear. In addition, an additional overdrive O1
power-shiftable to the eighth forward gear as an alternative
power-shiftable ninth gear and two additional overdrive gears O2, O3
power-shiftable to the seventh forward gear as alternative
power-shiftable eighth forward gears are enabled for fuel savings.

[0237]Specifically, in the 15th embodiment variant, the idler gear 8
is used for one reverse gear R1 and the idler gear 12 is used for four
forward gears G1, G2, C1, O4 in the first gear plane 8-12 designed as a
dual gear plane. In the second gear plane 9-2 designed as a single gear
plane, the idler gear 9 is used for four forward gears G6, O3, O4, O5. In
the third gear plane 3-13 designed as a single gear plane, the idler gear
13 is used for five forward gears G1, G4, O1, O2, O5. In the fourth gear
plane 10-4 designed as a single gear plane, the idler gear 10 is used for
two forward gears G8, O1 as well as for one reverse gear R1. In the fifth
gear plane 5-14 designed as a single gear plane, the idler gear 14 is
used for four forward gears G1, G3, O1, O2 as well as for one reverse
gear R1. In the sixth gear plane 11-6 designed as a single gear plane,
the idler gear 11 is used for three forward gears G5, C1, O3. In the
seventh gear plane 7-15 designed as a single gear plane, the idler gear
15 is used for six forward gears G7, C1, O2, O3, O4, O5.

[0238]The 16th embodiment variant according to FIG. 31 has two dual
gear planes and three single gear planes. The first and the eighth
forward gears are executable as winding path gears. In addition, there is
a reverse gear R2 that is power-shiftable to the second forward gear,
which enables rocking free. There is an additional overdrive gear O1
power-shiftable to the seventh forward gear as an alternative
power-shiftable eighth forward gear, to save fuel.

[0239]Specifically, in the 16th embodiment variant, the idler gear 8
is used for two reverse gears R1, R2 and the idler gear 12 is used for
three forward gears G6, O2, O3 as well as for one reverse gear R1 in the
first gear plane 8-12 designed as a dual gear plane. In the second gear
plane 9-13 designed as a dual gear plane, the idler gear 9 is used for
five forward gears G1, G4, G8, O1, O3 as well as for three reverse gears
R3, R4, R5 and the idler gear 13 is used for six forward gears G1, C2,
G2, G8, C1, C2, O2 as well as for one reverse gear R2. In the third gear
plane 4-14 designed as a single gear plane, the idler gear 14 is used for
four forward gears G5, G8, C1, O2 as well as for one reverse gear R4. In
the fourth gear plane 11-5 designed as a single gear plane, the idler
gear 11 is used for five forward gears G1, G3, C1, C2, O1 as well as for
three reverse gears R1, R2, R3. In the fifth gear plane 6-15 designed as
a single gear plane, the idler gear 15 is used for four forward gears G7,
C2, O1, O3 as well as for one reverse gear R5.

[0240]In the 17th embodiment variant according to FIG. 33, there are
two dual gear planes and four single gear planes, the first forward gear
and the eighth forward gear are each executable as winding path gears. In
addition, there are two overdrive gears O1, O2 power-shiftable to the
seventh forward gear as alternative power-shiftable eighth forward gears
to save fuel. Also, there is a crawler gear power-shiftable to the second
forward gear C3 as an alternative first forward gear for improved
off-road driving characteristics.

[0241]Specifically, in the 17th embodiment variant, the idler gear 8
is used for four forward gears G1, G4, O1, O4 as well as for two reverse
gears R3, R4 and the idler gear 12 is used for eight forward gears G1,
G2, C1, C2, C3, O4, O5, O6 in the first gear plane 8-12 designed as a
dual gear plane. In the second gear plane 9-2 designed as a single gear
plane, the idler gear 9 is used for seven forward gears G6, G8, C3, O2,
O3, O5, O6 as well as for two reverse gears R1, R2. In the third gear
plane 3-13 designed as a single gear plane, the idler gear 13 is used for
one forward gear G8. In the fourth gear plane 10-14 designed as a dual
gear plane, the idler gear 10 is used for four reverse gears R1, R2, R3,
R4 and the idler gear 14 is used for seven forward gears G7, G8, C1, O1,
O2, O4, O5 as well as one reverse gear R3. In the fifth gear plane 11-5
designed as a single gear plane, the idler gear 11 is used for eight
forward gears G1, G3, C1, C2, C3, O1, O2, O3 as well as for one reverse
gear R1. In the sixth gear plane 6-15 designed as a single gear plane,
the idler gear 15 is used for four forward gears G5, C2, O3, O6 as well
as for two reverse gears R2, R4.

[0242]In the 18th embodiment variant according to FIG. 35, there are
three dual gear planes and two single gear planes as well as a
power-shiftable eighth forward gear designed as winding path gear. In
addition, there is a reverse gear R1 that is power-shiftable to the
second forward gear, which enables rocking free.

[0243]Specifically, in the 18th embodiment variant, the idler gear 8
is used for four forward gears G2, G8, C2, C3 as well as for two reverse
gears R1, R4 and the idler gear 12 is used for three forward gears G6,
C1, C3 as well as for a reverse gear R3 in the first gear plane 8-12
designed as a dual gear plane. It the second gear plane 9-13 designed as
a dual gear plane, the idler gear 9 is used for five forward gears G4,
C2, O1, O2, O3 as well as for two reverse gears R2, R5 and the idler gear
13 is used for five reverse gears R1, R2, R3, R4, R5. In the third gear
plane 10-14 designed as a dual gear plane, the idler gear 10 is used for
six forward gears G1, G8, C1, C2, O1, O2 and the idler gear 14 is used
for three forward gears G5, C3, O1 as well as for three reverse gears R1,
R2, R3. In the fourth gear plane 11-4 as single gear plane, the idler
gear 11 is used for two forward gears G3, O3. In the fifth gear plane
5-15 as single gear plane, the idler gear 15 is used for five forward
gears G7, G8, C1, O2, O3 as well as for two reverse gears R4, R5.

[0244]It is possible that at least one additional gear stage ZW_x (e.g.
ZW_8) is used for winding path gears in one or several embodiment
variants that is not used in a direct forward gear. The use of an
additional gear stage can be found in the respective figures of the
embodiment variants.

[0245]Gears x1, x2, . . . x7, x8 can also be used for additional winding
path gears that can be added to a single gear plane, whereas the
numbering of the gears x1, x2, . . . x7, x8 proceeds as follows. The
numbering begins with the first gear x1 of the first countershaft w_v1
based on the allocated output stage i_ab_1 continuing up to the fourth
gear x4, whereas the first gear on the second countershaft w_v2 based on
the allocated output stage i_ab_2 is labeled x5 and the other gears
continue to x8. If the additional gear x1, x2, . . . x7, x8 is used in
the scope of a reverse gear, a reversal of rotation must take place, for
example through the use of an intermediate gear ZR on an intermediate
shaft w_zw or similar.

[0246]In all embodiment variants of the double clutch transmission, fewer
gear planes and therefore fewer components are required for the same
number of gears due to the multiple use of individual idler gears so that
there is a beneficial savings in design space and costs.

[0248]For the coupling device S_ab1 or S_ab2 allocated to an output gear
17 or 18, the following applies, deviating from the previously stated
rules: with an empty field in the respective shift diagram according to
FIGS. 2, 4, 6, 8, 10, 12, 14, 16, 18, 20, 22, 24, 26, 28, 30, 32, 34, and
36, the coupling device S_ab1 or S_ab2 must be opened and with a field
with a number "1" in the respective shift diagram according to FIGS. 2,
4, 6, 8, 10, 12, 14, 16, 18, 20, 22, 24, 26, 28, 30, 32, 34, and 36, the
coupling device S_ab1 or S_ab2 should be engaged. Depending on the gear,
the coupling element S_ab1 or S_ab2 must be engaged even with a group of
gears when the field has a number "1"; in contrast, the coupling element
S_ab1 or S_ab2 can be either disengaged or engaged with a different group
of gears when the field has a number "1".

[0249]In addition, in many cases it is possible to insert additional
coupling or shift elements without influencing the power flow. This can
enable a gear pre-selection.